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Uersevside, in dire financial trouble, will urgently ?xpand o-m-o and

11th September 1970
Page 81
Page 81, 11th September 1970 — Uersevside, in dire financial trouble, will urgently ?xpand o-m-o and
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Which of the following most accurately describes the problem?

introduce faster services. Tyneside will examine total integration of buses with NBC

:o-ordination on Tyneside

The maximum co-operation with the Plational Bus Company and its Tyneside Iperating subsidiaries is essential to the uccessful future of the Tyneside Passenger 7ransport Executive. This fact is made clear

the joint policy statement by the 'yneside Authority and its Executive to the ifinister of Transport, published last week.

The statement paints much of the packground to the policy decisions made ,nd the problems facing the PTA. Much of he ground was covered by the Executive's lirector general, Dr Tony M. Ridley, in his paper to the MPTA Conference at iastbourne (CM August 28), though the tatement, of _ course, concentrates on 'yneside's future.

In its introduction, the document lescribes the problems facing public ran sport operators in all major onurbations, in the light of the bold tatement that "Public transport must provide a level of mobility approaching that njoyed by those who use their cars".

An increasing drift of population to the uburbs, in line with the decline in ship Puilding and repairing industries and levelopment of new light industries on the dge of the conurbation is likely, the tatement says.

The Executive's task is not easy—present ervices are far from satisfactory whether qr bus or rail, it claims. Although Tyneside Las not yet felt the full impact of high car pwnership, public transport is already in ,reat difficulty. A severe decline in passengers has led to the cutting of bus ervices, while local rail services run until ecently at minimum cost have deteriorated a quality and performance.

The Authority and its Executive explain hat while they will have extensive powers, heir use of them will be conditioned by the act that operationally they do not dominate he Passenger Transport Area. The NBC ompanies provide nearly half the mileage

services entirely within the Area, and ,wn just Over half the buses garaged on 'yneside. With regard to the viability of hese services, the statement reports: "In eeking to integrate services on Tyneside we annot ignore the need for adequate services lsewhere in the North East".

Moves to solve the problem are reported. in effective agreement with the NBC is articularly important and good progress awards an agreement has been made !though a number of complex details have

be resolved. Discussions with NBC are imed at producing an agreement leading to ction in three stages: To produce the best allocation of bus services between operators in the Area to minimize costs.

El To ensure the fullest possible iniegration of services within the existing pattern of ownership and management.

1:1 To make an early examination of the feasibility of alternative schemes for joint management and ownership.

A joint scheduling team is being set up to operate from the Executive's headquarters, as the first stage. It will include two members of the Executive's staff—already appointed—and two from the NBC. The team will examine all bus services in the Area and make recommendations for the replanning and reallocation of services with public interest paramount. The aim will be to eliminate wasteful duplication and cut costs while providing the appropriate level of service.

The second stage will involve the implementation of the recommendations made by the above team. A joint body is proposed for this purpose comprising three members of the Executive and three representatives of the NBC—"Tyneside Bus". It is accepted that any reallocation of services by the Tyneside Bus joint body should recognize the existing mileage proportions of services operated wholly within the PT Area, which are:

Executive-51 per cent; NBC-49 per cent.

Stage three will provide for an early start to an investigation of a completely integrated system of bus transport on Tyneside. In the opinion of the Authority and Executive this calls for one management and possibly common ownership. The PTE believes that, if feasible and with the co-operation of the NBC this stage ought to be implemented by the beginning of 1973, although the investigation may show that this full integration should take place in stages.

With regard to the North Tyneside Loop rail service, a special study by the transport consultants for the Tyne-Wear transport investigation currently being made, has been commissioned. The following alternatives will be considered:

El Run the railway as it is.

El Improve the line with better trains and a more frequent service. Provide feeder, bus services and new car parks.

O Reduce running costs, but provide feeder bus services and car parks, perhaps to fewer stations.

• Abandon the railway and run alternative buses on the roads.

O Abandon the railway but convert as much as possible to reserve track for buses, to give an exclusive right of way for express services.

Discussing ways of improving the service provided by buses, the statement declares that a decision has been taken to increase the proportion of one-man buses, "although this will not be possible on particularly busy routes in the peak hours". Little used services, particularly on Sundays, will be reduced in frequency so that the Executive's resources can be used to improve the essential Monday to Saturday services.

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People: Tony M. Ridley

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