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WHAT IS THE FUTURE of
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PASSENGER TRANSPORT?
IN considering the future of road passenger transport, there is a tendency to view it entirely from the angle of the independent operator and to regard long-distance coaching as the mainstay of the industry. This somewhat narrow outlook no doubt arises from the fact that the independent concerns have pioneered coach and bus travel and have largely been responsible for its present position in the public favour, whilst long-distance travel appeals more to the imagination.
A warped view of future prospects may, however, be obtained if undue weight be placed upon these factors. The decline in the number of independent operators since the passing of the Road Traffic Act, 1930, undoubtedly casts a shadow over the business, but • the elimination of private enterprise is far distant. During 1931-1933 the number of public-service-vehicle owners decreased from 6,486 to 5,834, but these figures do not imply that 652 independent businesses passed to the railway-associated companies.
A feature of the industry, to-day. is the amalgamation of small undertakings with those of the more substantial independent concerns. Thus, this side of the business is stronger than one might infer from statistics. Moreover, there are many services which only a small man could economically operate, c44
whilst, in some instances, routes have actually been transferred from large companies to independents. These are developments which should hearten those who regard private enterprise and, with it, road passenger transport, as doomed.
Whilst the future of long-distance coaching may be uncertain, there is little fear of a substantial decline in bus operation. In many localities, the bus is the only means for public trans
port and, in others, it is more convenient and comfortable than any other available method, so that the continued popularity of this class of travel is assured.
In this connection, the important point to bear in mind is that the bulk of road passenger traffic is carried by stage carriages. In 1932, non-municipal operators of stage services carried 4,068,339,782 passengers over a distance of 1,002,450,675 vehicle-miles and, in 1933, 4,074,567,473 persons for 990,036,703 vehicle-miles, the passenger receipts in the former year totalling £41,707,849, and 12 months later £41,565,470.
Local authorities were responsible, in 1932, for the conveyance of 1,194,757,548 persons in stage carriages covering 172,551,817 miles and bringing in revenue amounting to £8,943,956. A y ear la ter,
1,260,680,792 persons were carried, the receipts from operation over 178,787,091 vehicle-miles being £9,385,551.
By way of contrast, the combined ordinary express services and excursions and tours run, during 1932, by non-municipal operators carried 34,293,852 persons who paid a total of £5,063,061 in fares and covered 103,189,003 miles. The municipalities' share of this class of business is, of course, small, and, in 1932, they conveyed 201,743 persons at a revenue of £9,367, involving 110,409 miles.
In 1933, decreases were recorded by non-municipal concerns in respect of the number of passengers carried (33,507,662), the total revenue (£4,434,318) a n d vehicle-m ileage (94,418,482), whilst on the municipal side, the more ta.vourabIe figures Of 244,828, £9,513 and 117,563 respectively were obtained.
From these statistics, it is apparent that the section of the industry most vulnerable to railway and legislative attacks is small, as compared with the stage-carriage department. Consequently, any fear of the extermination of road passenger transport is false.
Another branch of the industry which has a hopeful future is that concerned with contract work, for the advantages of coach travel for private parties are unequalled by any other form of transport. On December 1 new legislation governing contract-carriage operation came into force, and this should overcome the difficulties of de:. fining a private party and a special occasion which were experienced under the Road Traffic Act, 1930.
• Actually, the amount of contract work increased between 1932 and 1833. In, the earlier year, non-municipal operators carried 42,767,284 persons at charges totalling £2,434,687 and involving 44,597,191 vehicle-miles, but 12 months later these figures had grown to 44,283,246, £2,467,387 and 45,507,329 respectively. In 1932, local authorities engaging in this class of business conveyed 4,523,927 passengers over a distance of 821,975 vehicle-miles at a total charge of .L48,626, but they experienced even better times in 1933. when the results rose to 4,990,006, 939,696 and £540607 respectively. .
The replacement of trams by motorbuses and trolleybuses continues apace and, at the end of last year, local authorities owned 5,780 of the former type of vehicle, in addition to a. large number of trolleybuses, as against 39,355 motorbuses owned by corn panies. !several large bus contracts have been placed, this year, by municipalities and the figure of 5,780 should by now be well exceeded.
The rapid growth in the popularity of the trolleybus has brought forth a call for their control by the Traffic Commissioners and we understand that such negotiations are now proceeding.
Local authorities are taking a leading part in the co-ordination of road passenger traffic and, in several instances, have linkedup with companies for the joint operation of local services. The proposal for the formation of a joint municipal transport board for the Brighton area has "come up for the ,third time' and interesting developments may take place,
Nothing has been heard for some months of the huge scheme for the establishment of a joint municipal transport authority for the Manchester area, but discussions are proceeding privately.
Municipal Boards Likely.
More arrangements of this nature are quite likely, particularly in the industrial north, and are a more feasible proposition than are boards established by Government action, such as London Transport. The success or otherwise of the last-named undertaking will, no doubt, be carefully watched with an eye to further developments on the same lines, but in this matter the political tendencies of the times may exert an influence. The London Passenger Transport Act, 1933, was passed with lamentably little opposition, other than from the operators directly concerned, but the experience gained should do much to equip the road-passenger-transport industry for the fight against any extension of nationalization. Moreover, with the realization of the plans for unity of action that are now being laid, the industry should be able to resist any further interference.
Serious problems, legislative and competitive, confront the coach operator, and unless he is given a fair deal, his future prospects will be doubtful. With an eye to the protection of the railways and, possibly, through excessive zeal for regulation, the Minister of Transport and the Traffic Commissioners have imposed upon coach owners harsh restrictions that make economic operation difficult.
Underlying the question is the anomaly by which the railways are free to place any obstruction in the path of road-transport progress, whilst the latter interests are manacled. Only last week, the railway delivered a further heavy blow at coaching by announcing reduced fares and extended concessions to passengers.
On the other hand, negotiations are said to be proceeding (with unnecessary secrecy, may we add) between the leading road-passenger-transport concerns and the railways for the stabilization of fares.
If these discussions be taking place, how can they succeed when one party makes drastic revisions to its charges before an agreement is announced? Such tactics are typical of the attitude adopted, in the past, by the railway companies towards the activities of the Regional Fares Committees and only Parliamentary action can prevent further embarrassment of the coaching business.
Closely allied to the future prospects of economic operation are technical developments in chassis and body construction. Most notable in this respect is the rapid advance of the oiler, which presents important possibilities in reducing working costs. Other leading tendencies in chassis design include the location of the engina in unorthodox positions.
Advanced Body Designs.
On the bodywork side, advanced designs of streamlined coach have already been produced, but even more radical steps to minimize wind resistance may be expected. So far as buses are concerned, bodybuilders, in designing entrances and exits to minimize the time required in loading and unloading, are showing an appreciation of the true function of the stage carriage, namely, to provide an intensive pavement service at a relatively high average speed.
There is a tendency to standardize on two sizes of single-decker, namely, the 26-seater and the 32-seater, whilst, the most popular type of double-decker is the 48-56-seater.