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Council Procedutre Attacked

1VI.P.T.A. President Calls for Autonomous Boards to Run Municipal Passenger Transport

MUNICIPAL passenger transport should be divorced from politics. It should be run by business men with full powers to operate without interference, Mr. H. Muscroft, M.Inst.T., the retiring president, told the annual conference of the Municipal Passenger Trans

port Association at Southport, on Tuesday. .

In his paper, "Cost of Transport," Mr. C. T. Hurnpidge, B.Sc.(C.Eng.), M.Inst.T., general manager of Bradford Transport Department, attributed the industry's present difficulties to the lack of co-ordination in the methods of using economically the various forms of transport. Mr. Muscroft, who is general manager of Huddersfield Transport Department, said that municipal procedure and control were not geared to the highly specialized and competitive business of modern road passenger transport. There was not sufficient continuity in the membership of transport committees and, in ally event, their powers were strictly limited. Procedural delays cost transport departments thousands of, pounds. In many cases, undertakings were still expected to assist the rate fund. Within limits, that was justifiable, but there were many hidden contributions which cost the industry a good deal of money.. Corporation procedure and Standing Orders caused endless delays, frustration and shelving of responsibility. Too many people who had no direct responsibility for the final product had too much control.

Boards for Municipal Transport • " No competitive business can be run on these lines," he went on. "The remedy for ,this, in my view, is municipal transport boards with full control, composed of not more than seven members appointed by the local authority— not necessarily all elected representatives—to act as directors, chosen not for thetr political persuasion but for their business acumen, common sense, foresight and general ability." The board should have full powers to operate without interference. Capital should be provided by the corporation. who should be content with a modest return. The chairman of the board should submit a report and balance sheet annually to the council in committee. The undertaking should be completely divorced from corporation procedure. Mr. Muscroft pointed out that there were eight undertakings which had been controlled "more or less" on those lines for many years. All had lower than average operating costs. "This type of control is the happy medium between private profit and State ownership," he added. "1 would like to see this Association take the lead by forming a special committee to investigate and report on this suggested rationalization." Referring to the competition provided by "cheap private transport," he pointed out that if the tax on dery and petrol were removed, bus operators would be able to reduce fares by about 121 per cent., but the cost of running a small car would be halved. With an increase in the number of private cars, the accident rate would rise, partly because the public service vehicle was gradually being squeezed out of the town centres, thereby raising pedestrian traffic in the towns. In that respect, the attitude of many local authorities who tried to prevent public transport from picking up in the main streets, often in order to provide parking places for cars, was regrettable. "The time has surely come when bus stations should be converted into car parks and public service vehicles should have priority at the kerbside in town centres," he said.

Television a Permanent Danger Mr. Muscroft did not subscribe to the view that the attraction of television was a temporary phase. Week-end traffic suffered also from the increasing wealth of the people. Even if they could not afford a car they could manage to pay the coach fare to places farther afield than the local beauty-spots. There were ominous signs that every future increase in fares would bring nearer the time when bus operators would price themselves out of the market. It appeared that a stronger force than persuasion was necessary to secure a general staggering of working hours. "One wonders how much longer the Government will continue to ignore this pressing problem, which in its widest application could make possible vast savings in capital equipment," Mr. Muscroft said. The roads ought to be nationalized. Why not bring together under a central administration all the separate controllers of road making and maintaining, licensing and tax gathering, and accident prevention and other organizations? The one-man-operated 40-44-scat single-deck bus had made a real contribution to reduced costs, but strong opposition to it was still evident in some quarters, especially against an extension of that principle to double-deckers, There was no practical reason why every single-decker should not be operated by one man.

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CRITICISM of municipal procedure was voiced also by Mr. Humpidge. He said that with the corporation method of buying new vehicles there was generally not enough money set aside for replacement. The result was that too many vehicles had to be bought at a time, upsetting the accounts for several years by overburdening the charge for interest and repayment of loans. A review of corporation accounts showed that loan charges for new vehicles varied from 0.83d. to 3.62d, per mile. That should not be; there should be a standard rate of depreciation per mile, In the agreement between Worcester Corporation and Birmingham and Midland Motor Omnibus Co., Ltd.. there was a standard rate of 5d. per mile to cover depreciation and interest on capital. A solution might be to place the purchase of new vehicles directly on the rate fund.

Corporations could not run as cheaply as could companies, and they might ask themselves whether they were charging the public in towns and cities more than they would be called upon to pay if the transport were company-owned. Mr. Humpidge was alarmed by the wide divergence in operating costs by corporations, in some cases by as much as 8d. a mile. He gave examples ,Of traffic costs varying by about 4d. a mile. cleaning costs by 0.8d., repairs and maintenance by 2.5d., central administration by 2d., sickness benefits by 0.4d. and superannuation by 1.4d.

Costs Should Be Compared "We . . . should spend more time than we do comparing relative costs; there should not be this great variation. It is not all accounted for by arduous conditions of service. If we are going to continue to exist as operators, we must get together even more to compare our results," he said. ' The fact that company transport WLIS much cheaper to operate than municipal transport meant that the two forms did not work well together. An alternative means for working would have to he found.

The cost of transport had risen so much that they could not afford to run buses which were not full most of the time. Nor could they afford to have

competitive services. Some undertakings were fortunate enough to have adequate agreements which fully protected local services and, although that might be a good thing for the municipal operator, the time was long past when vehicles should run into cities with empty seats. Other undertakings were not No fortunate, and had little protection for their town services. But, again, the time was long past when there should be competition between different forms of transport. They all had to help to carry` the traffic,' but shortand long-distance riders should be separated on outward journeys.

Where a company ran the buses on behalf of the corporation, the corporation's passengers were separated. Thus, in one case where passengers were taken up and set down in the urban area, a percentage of the receipts went to the corporation.

In a second instance there were no protective fares on the country services, and in a third case, on the country services no passenger could be taken up or set down in the urban area. That arrangement was not conceded willingly when a company was running over a route also operated by a corporation.

Rough Balance

At present, there was a rough financial balance. The corporations had high-density traffic and high running costs; the companies had low-density traffic and low running costs, but they were helped by express services, contract work, and excursions and tours.

A result of this was that no one liked to take the onus of subsidizing uneconomic routes; it was a burden laid perhaps more on companiei than on corporations.

" How far can we spread this burden?" Mr. Humpidge asked. "Ideally it should be spread over the whole country; no one now takes the responsibility for it." Even local authorities were not anxious to help, but could they be blamed in the absence of any central direction?

Mr. Humpidge did not think operators could expect any reduction in the tax on derv. The tax helped to equalize road and rail charges, and any claim that the tax should be reduced on the buses would lead to an undesirable form of subsidy. He thought the continuous change-over to oil engines would result in a greater tax on derv.

Reduce Licence Fee

The Excise licence fee for public service vehicles should he reduced to a flat rate of, say, €12 105. a year. Not only would that directly help operators, hut it would do away with the nuisance of monthly lioensing and de-licensing. At the present time it was vital to delicense a vehicle which Was in the works for a month or more. If the tax were only €12 Ms. it would hardly be worth while doing so.

Mr. Humpidge did not support those who complained that the railways did not pay tax on oil fuel used in railcars. The railways spent 12 per cent, of their total costs on fuel and 19 per cent, on permanent way and structures. Road operators spent 4 per cent, on fuel and 12 per cent, on duties and licences.

Referring to fare increases, he said the public had little cause to complain. In Bradford the average increase since 1938 had been only 55.6 per cent., and that was inclusive of longer rides to housing estates.

The-re was a tendency to think that the Wages of road staff had shown the biggest increase. Whilst they were the greatest single item, the percentage

increase was not as great as might be thought. In 1939, the proportion of total costs for drivers and conductors was 32 per cent.; in 1955, it was 37.5 per cent.

Power took 15.3 per cent. in 1939 and 18.9 per cent. in 1955. Cleaning costs had dropped from 4 per cent, in 1939 to 2.2 per cent. last year. Other items showing a decline were repairs and maintenance, which were 24.5 per cent. in 1939 and 13 per cent. in 1955, and superannuation, which was 5 per cent. in 1939 and 4.7 per cent. last year.

He thought operators had reached the limit in cutting out unremunerative services and reducing others. Further reductions would tempt people to buy cars or would give more revenue to competitors.

Lightweight vehicles did save fuel, but bow long would they last? Friction clutches also saved fuel, but they gave a poor ride compared with a fluid coupling. He could not understand why manufacturers did not try to help by producing a really satisfactory centrifugal clutch, which would offer a large saving of fuel.

Thin Oils Useful

The use of thin oils helped, but he was not 'happy about anything less than S.A.E.20 for hilly routes. Operators had been warned about fuel wastage in stopping for passengers. traffic halts and in the "fluctuating" style of driving. Compared with driving at a steady speed, there was a 10 per cent. increase at 30 m.p.h., 16 per cent. at 20 m.p.h. and 23 per cent at 13 m.p.h.

It was false economy to cut costs by buy ing cheaper vehicles with inferior fittings. Buses must be at least as comfortable, attractive, warm, quiet, and smooth as a private car. The difference in the extra cost per mile for a good body was very small.

The response to the 30-ft.-1ong body had not been as eager as was expected. He was surprised that the longer vehicle was demanded, as one could get 65 seats into a 27-ft.-long body, and yet some operators still fitted only.56 seats. Generally, they wanted the largest vehicle possible • pr, perhaps more accurately, a vehicle to carry th-e greatest number of passengers.

Operators ought to consider seriously the long single-decker, where every passenger could be seen, and entrances and exits watched, and where there was not the same danger of overturning. The riding qualities with that type of vehicle were also greatly improved.

We ought also to. ask ourselves, how much longer can we afford to pay something like 6d. per mile for a man (or woman) just to collect cash? Or. alternatively, how can we afford Is. per mile run to deal with only 70, passengers?" he said.

• Labour costs had forced operators in the U.S.A. to adopt one-man operation. • British undertakings might soon have to follow suit, but the present fares structure would have to be

abolished. Already they were half-way to a zonal fares system with the elimination of odd halfpennies. Future fares .might be 2d., 4d., 6d. and so on.

Following the traditional pattern, Ald. I. H. Whitaker, of Todmorden. mounted the rostrum to open the discussion. Mr. Humpidge had, he said, stated that municipal costs were higher than those of the companies. The main reason was that the corporation labour costs covered items that were not necessarily included by company operators. Sickness and superannuation could represent some 5d. per hour.

There was a time when transport was run by engineers, observed Mr. J. H. Cansdale (B.T.H.), but now those concerned had to be more of accountants. Both had the same disability, in that they tended to rely entirely on figures. One could not put on the balance sheet electric transport's lack of fumes or freedom from oil-supply worries.

Not Aggressive Enough

Mr. N. Morton, general manager, Sunderland, thought there was a, thread of self-criticism In the paper, as well as in the president's .address. Perhaps those who spoke for the municipalities were not being sufficiently aggressive.

Cllr. F. S. Heptonstall opposed any running of uneconomic routes. He thought, aldermen and councillors should not be allowed to control the operation of transport. If controversial matters arose just before an election, many were afraid to speak their minds.

Municipalities wanted stability in vehicle capital costs, said Mr. R. C. Moore, general manager, Sheffield, who expressed interest in the suggestion that the purchase of vehicles might be arranged from the rate fund.

Mr. A. F. Neal, general manager, Manchester, asked whether the industry was really more complex than in 1929, when it was faced with the problem whether or not to continue tramways For years to come. Whichever way the cost was transmitted to him, the ordinary citizen had to pay, and Mr. Neal believed it was best for the actual user to pay directly.

Company Operations Faster

Mr. Neal thought the real difference between a company and a corporation was in the speed at which operations were conducted, which was probably 50 per cent. higher for a company. There was also the heavy peak problem, which meant that short mileages were covered by many vehicles, of which much of the cost remained the same.

A belief that the industry was not facing its responsibility for transport problems was expressed by Ald. E. Ball. Difficult and unretnunerative work fell, on the municipal operators, and not on the companies. Municipalities served their people whether the return was remunerative or not. They were far too quiet over staggered hours. It ought to be possible for the M.P,T.A. to initiate national discussions to overcome the difficulty. Congestion and staggering were still the basic problems.

TWO new refrigerated vehicles and an

insulated container produced, by Hawson, Ltd., North Acton Road, London, N.W.10, in collaboration with the development department of the British Aluminium Co., Ltd., were demonstrated in London on Tuesday. They will be available for demonstration at the Commercial Motor Show, which opens at Earls Court next Friday.

The vehicles comprised a largecapacity van on a Bedford 7-ton chassis and an Austin 1-ton van. The container was shown mounted on a Thames reinforced heavy-duty chassis with a Garner platform body.

Each of the bodies employs BA.25WP alloy standard sections, interior panelling being of BA.21 half-hard material. Flooring is of light-pattern P-G-P treadplate, which is claimed to be non-slip and easy to clean. BA. Commercial-purity half-hard heavy stucco-embossed sheet panelling is used for the exterior.

In the Bedford van, equipped by Frigidaire, Ltd., refrigeration is provided by a Crompton Parkinson generator driven off the main propeller shaft through a transfer box, the generator feeding an electric traction-type motor coupled to the compressor unit.

The body, which is insulated with Noe°lor, is designed to carry frozen foods at zero, The generator and refrigerator operate when the engine is running, and the eight 5-ft. by 2-ft. hold-over plates are completely frozen. When the engine is stopped, the plates will maintain the temperature inside the body for up to 12 hours. All the equipment is fully automatic.

Internal dimensions are: length, 15 ft. 11 in., width, 6 ft., height, 6 ft., 9 in. There is a single door at the rear, giving a 6-ft. by 3-ft. opening.

The cross-bearers are composite chan