Red Figures: Blocked Roads
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By N. it. Dean,
General Manager, Yorkshire Traction Co., Ltd. TVVENTY years ago it would have been comparatively easy to give a forecast for the following year. The regulations and licensing procedure of. the Road Traffic Act were in force and working smoothly. Operators were gradually turning over to oil engines and were optimistic as to the savings in fuel. costs,. It was a period of stability of prices, of commodities and of services.
In previous years there had been occasional applications by the trade unions for increases in pay which usually ended in agreement for advances of about id. per hour, to the satisfaction of all concerned. Most operators could maintain healthy businesses with average loadings of 10 to 12 passengers and workmen's services operated by double-deckers at concessionary fares, with one-way loading, could earn as much per mile as ordinary services.
It was a period .during which a route revenue of Is. per mile on intertown services was considered to be an indication that improved frequencies were desirable. The industry generally was in a healthy state and there was no apparent reason why a succeeding year should be any different from the one just completed.
How different the position is today. Since 1939 operating costs have increased year by year. Much has been done to check the rise, but the tide has been against us. Doubledeckers are now operated whenever and wherever possible, but prohibited over hundreds of thickly populated routes by the presence of low overhead bridges.
Advantage has been taken of the increase in maximum length of single-deckers by the replacement of 32-seaters by 44-seaters. Manufacturers have helped by reducing the weight of chassis and bodies, with consequent improvement of m.p.g.
The use of lighter engine oils has also made its contribution to the reduction of costs, but not without Certain teething troubles. For economy and efficiency many undertakings have introduced cute or another of the modern ticket-issuing machines and have installed labour saving mechanical bus-washing plant.
Following the fuel shock years of 1950, 1951 and 1952, the cost graph flattened in 1953 and 1954, but has subsequently soared steeply Ilecause of two wage awards (both higher than any before) and further increases in many commodity prices. The cost of operation has thus risen by about 2d per mile since January I this year and the immediate prospect for many operators at the beginning of 1956 is the horrible sight of red figures.
The Licensing Authorities will have to deal with applications for increases of fares from companies and corporations, both large and small, and everyone connected with the industry will hope that they are dealt with expeditiously. Presumably many applications will be strongly opposed, although fares have, on an average, been increased by only about 50 per cent.—in some undertakings, by much less.
Congestion v. Efficiency After much "toil, sweat and tears" irt piloting fares applications through the lengthy procedure, general managers and their traffic staffs will then settle down to their normal jobs. The routine regular checks on timetable schedules will be followed, but unfortunately, although vehicles generally are higher powered and have much better performance than in 1939, the scope for improved efficiency of services is being severely restricted by the alarming increased congestion in cities and towns. This situation will have to be tackled quickly by local authorities.
With continuity of full employment and holidays with pay, it can be expected that express services will continue to expand. Coach tours, both in Great Britain and on the Continent, will maintain their undoubted and well-deserved popularity, because of the strong spirit of enterprise shown by the -extendedtour specialists.
Although the Government have introduced a new road programme, it is as certain as night follows day that 1956 will see the main roads more congested than ever, with traffic blocks miles long on the peak Saturdays in summer in the vicinity of such places as Preston, Lancaster, Exeter, Honiton, Maidstone, Mahon and Doncaster.
With the recent sharp rise in operating • costs, the problem of unremunerative rural services will become more acute. If such services are to be continued in the public interest and at reasonable . frequencies, the extended use of oneman-operated buses is the only remaining way of substantially reducing the losses.
It looks as though 1956 will be a difficult year, with many unavoidable worries, particularly in the early months. Fortunately, the industry generally is still virile and will continue to give service to the public, but general managers will be immensely relieved if those persons who now remainglued to their homes, watching television programmes, lose some Of their present enthusiasm and make a few more journeys during the evening by bus, between, say, 6.30 p.m. and 8.30 p.m.
To the Chancellor of the Exchequer I would say: Please knock off a substantial portion of that 2s, 6d. fuel tax. To the Minister of Transport: Whilst operators are appreciative of the forthcoming increase of the maximum permitted length of double-deckers, please help further by removing the speed limit on public service vehicles outside builtup areas.
Then bus drivers will be able to drive their vehicles in open country at a speed appropriate to the road and traffic conditions, and not be governed by a maximum speed fixed away backin 1930, at a time when performance in braking, steering and so on bore little comparison with that of the present day. If these wishes are fulfilled, 1956 could turn out to be a memorable year.