Manacling the Passenger-vehicle Operator
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ONE of the most marked features of the road-passenger-transport industry is the decline of the independent operator. This trend is noted in the Third Annual Reports of the Traffic Commissioners, in which, as mentioned in last week's issue of The Comma/Tier/ Motor, it is shown that the number of operators has fallen from 6,486 in 1931 to 5,834 in 1933, the number of vehicles having dropped from 46,476 to 45,135; Of the 652 operators who have gone out of business during this period, 439 owned one or two vehicles.
In the North-Western Area alone, 102 small operators ceased business during 1933-34, and an illuminating feature of the report of the Commissioners for this area is a table stating the reasons for this decline. It suggests that about 80 per cent, of these undertakings failed by reason of restrictive legislation, which descended upon them during a period of severe industrial depression. Six operators turned to haulage, 19 sold their businesses, five failed to obtain certificates of fitness, one was unable to secure a stand, 16 were refused road service licences, and 39 " ceased business."
It is also the case that, since the inception of the Road Traffic Act, 1930, the number of operators in the Doncaster district has dwindled from 35 to 2.
Driven Out of Business.
A few years ago coach and bus operation was highly lucrative, and it is unlikely that those engaged in it would have left the business, except as a result of some retrogressive influence, such as repressive legislation combined, perhaps, with trade depression. Some of the cases mentioned above clearly show the effects of restriction, whilst, in other instances, they may be inferred. Repression must also have reduced the goodwill of some of the undertakings sold to other companies, with a consequent loss of market value.
The railways have reason for satisfaction with these statistics, for it is mainly to meet their demands that the restrictions have been imposed. The Metropolitan Commissioner agrees that the industry has suffered severely during the past year, but he admits that it "can undoubtedly claim many passengers who were created by the existence of road transport." Why, then, should their patronage be denied the coach and bus proprietor, and why should those passengers be forced to travel by rail when they obviously prefer road transport?
It is clear that the Minister of Transport has decided to follow a policy of protection for the railways, regardless of the public interest, partly by the artificial inflation of coach and bus c42 fares, It is now virtually impossible to reduce rates on long-distance services, for most of the Commissioners appear to be determined to prevent further competition between road and rail—a process of subordination which is becoming intolerable.
Actually, genuine competition between road and rail ceased some time ago. There cmn be no contest if one of the parties be so handicapped that he cannot compete. Such an event in sport would evoke a public outcry, yet it is only recently that the daily Press has shown any interest in the railways' walkover.
Road Services as a Secondary Consideration.
The West Midland Traffic Commissioners recently stated, in connection with a group of applications for permission to reduce coach fares, that, if the needs of the public could be met in other ways, the Commissioners had to consider whether road services were required, and that, if the railways lowered fares, that was no reason for a corresponding reduction by the road interests.
In this connection it is pertinent to note that the Commissioners are administering an Act which, as explained in the preamble, is designed 'to make provision for the regulation of traffic on the roads and of Motor vehicles and otherwise. with respect to roads and vehicles thereon There is no mention of the railways.
Moreover. Section 72 of the Act, which explains the duties of the Commissioners in considering applications„ makes only a pasting reference to the railways in the direction as to "the co-ordination of all forms of passenger transport, including transport by rail." There is no suggestion that coach and bus operation should be subordinated for the benefit of the railways and, obviously, Parliament never contemplated that such a construction would be placed upon its words.
The East Midland Commissioners admit that " it is quite evident that operators of long-distance services are being adversely affected by the issue of the railway companies' 'summer tickets throughout the year." The Yorkshire Commissioners appear to bold a contrary view, for they state that, in connection with applications for reductions in fares, they " have, of. course, had to give careful consideration to such proposals, having regard to the possible effect of their introduction. on railway, traffic."
These diverse opinions point to the need for the co-ordination of the Commissioners. They also suggest the necessity of immediate action being taken by the associations and Regional Fares Committees to confer with the authorities concerning a new basis for coach fares.
Trolleybuses and Co-ordination.
The Yorkshire Commissioners regard from a new angle the rapidly increasing popularity, of the trolleybus. They declare that this development is hampering co-ordination between local authorities and other operators, but such a statement .requires amplification, for it is difficult to understand why trolleybuses, although not controlled by the Commissioners; should not participate in schemes of this nature. Section 72 provides for this eventuality. We note that no reference is made to the difficulty of co-ordinating road and rail, in view of the fact that the Commissioners have no control over the latter
an attempt to harness statics and kinetics.
Strong • opposition is likely from muniCipal interests' to the plea that trolleybuses should be regulated by -the Commissioners. This modern type of vehicle is fast replacing the antiquated. tramcar, which, in the view of local authorities, is already efficiently controlled, and no further interference is necessary.
The Commissioners' reports already provide a wealth of statistical data, but we would suggest certain additions. It would be extremely interesting to know the number of objections lodged by the railwaycompanies and the number of appeals in which they figured. The information revealed should convince even the most biased Government authorities of the amazing waste of operators' time and money caused by railway interference.
The recent National Conference of the Motor Hirers and Coach Services Association has focused public attention upon the grievances of the industry, and 'it is probable that we are . entering a period of anti-legislation activity unparalleled in the history of the business.