Should Municipal Transport be Subsidized ?

21st September 1956, Page 96

21st September 1956

Page 96

Page 96, 21st September 1956 — Should Municipal Transport be Subsidized ?

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CUBSIDIES were among the wide

range of subjects discussed during the Municipal Passenger Transport Association Conference, at Southport, the opening sessions of which were reported in The Commercial Motor last week,

In the light of past experience and present trends, what should be future policy relating to fares, particularly having regard to the loss of revenue due to the appreciable reduction in the number of passengers carried, asked Mr. H. Jones, general manager, Lincoln.

All operators had observed the loss that had arisen as a result of the increase in motor-assisted cycles and television. Where they had large houSing estates with both cinemas and public-houses the residents did not want to make journeys into the city immediately after travelling outward.

Aid from Rates?

In the 1930s there were 8-10 passengers a mile at an average fare of 11d.-11d. When motor fuel was rationed the numbers increased. They went down again, but operating costs had risen by 180-200 per cent. Had the time arrived, asked Mr. Jones. when municipal transport should be looked upon as a truly public service with a gap that would be closed by financial assistance from the rates?

The continued existence of municipal transport depended on the maintenance of the riding habit, contended Mr. N. Morton, general manager, Sunderland. Journeys per head of the population had increased about 10 times in 50 years. but a recession was beginning. Was putting on heavy services at peak times and taking them off afterwards a good thing and as economical as it seemed?

By the time the return to garage and signing-off had taken place, a 7 p.m.-9 p.m. break, which involved various extra payments, was not so great a saving. By continuing, a 5-mm., instead of a 10-min., service might be provided, so that a potential passenger was virtually sure of a bus and the travel habit was cultivated.

Mr. E. V. Dyson, Warrington's general manager, said that with a population of 80,000, they had 8,000 TV licences in 1953. 15.000 in 1954, and 25.000 in 1955. Potentially, the whole population would stay at home and watch television. A check with the football grounds and cinemas showed an attendance fall of 10-20 per cent.

Collecting Subsidies He 'thought that if there were to be subsidies, they should he collected from the whole of the area served and not solely from that of the operating authority,

Support for the view that reductions in service might mean more loss of revenue than saving in cost came from Ald. J. H. Whitaker (Todmorden). Both he and Ald. A. Manley (Cardiff) urged the importance of the user paying the full cost. Mr. I. 0! Fisher. Rotherham's general manager, said that when shopping facilities were provided on housing estates in his district bus revenue went down 2d. or 3d. a mile.

Problems arising in the co-ordination of joint services were discussed by Mr. T. P. O'Donnell, general manager, Ashtonunder-Lyne. One of the current troubles in this matter was the varying remuneration from area to area.

A question that had been put to him by union representatives concerned the incentive bonus paid by Manchester, which, he had been told, was yielding an extra 12a. 6d. per week. One of the great troubles was the collection of fares where the conditions that were imposed varied as the bus passed from area to area.

€31) Mr. R. T. Brown: general manager. West Monmouthshire, said that operators in South Wales had had considerable experience with co-ordinated services. They had pioneered a regional fare basis, all operators (including companies) charging the same rates on a mileage basis. Returns were inter-available, and the arrangement served the public admirably. With the exception of Cardiff and Newport, conditions and scales were common throughout the seven counties.

• Mr. O'Donnell agreed that there was much to be said for the regionalization of fares.

No fewer than 10 undertakings operated through Manchester, said Cilia 1-1. Lloyd. Co-ordination ought to be regionalization so that there would be similarity of conditions for, say, all south-east Lancashire.

Replying to the discussion on his paper (The Commercial Motor, last week), Mr. C. T. Humpidge, general manager. Bradford, said the fuel tax was not spent on the roads any more than taxes on liquor went to assist in improving public houses. A reduction in the tax for public service vehicles would mean a reduction for private cars, a change that would only add to the industry's difficulties.

Explain Disparity In his paper, he had faced the fact that the industry had defects, and they might as well be brought into the open. Municipalities should tell the public why their circumstances were different from those of the companies. In his undertaking, 2-ad. a mile went on superannuation, sick pay and central administration.

Municipal operators' only chance of making money was on the short-distance passenger. Those who read the technical Press would known that even the companies reported that 50 per cent, of their routes were uneconomic. Municipal Operators should be prepared to run services at a loss for the good of the

There was a sharp difference of opinion on the question of holding meetings specially for lay representatives, when this was suggested by Ald. M. M. Kelly (Stocktonon-Tees). He said there was a tendency among the professional members to regard the industry as belonging to them. The elected representatives were there to put forward the needs of the ordinary public. Policy should be a matter for those representatives, and not for the managers. ClIr. W. Sefton (Liverpool) said that as public representatives they had a duty to ensure that democracy was observed. ft was essential for their own good that managers should stay out of discussions on policy.

In the case of Wigan. said Ald. E. Ball, the operative member of the Association was the municipality, and delegates were sent with equal responsibility. A division of forces would not add strength to the organization.

Separate Meeting Opposed If laymen me,t together, political opinions would obviously conic into play. It the conference were without so many invited guests they would get on with the business much more quickly, He was against separate meetings. Politics were not worthy of such a conference, commented ClIr. W. Alker (Bury). They must not let such a gathering become the battleground for political decisions. Their object was to give the best service at lowest cost, and those who did not come with that in mind failed in the duty for which they were sent.

Although no resolution was submitted, a show of hands was suggested by the president. This was not put, as the meeting, clearly moved by the issues involved, showed itself against dealing with the question on the spot.