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FEC 13 1 1987 Farringtonjmackayt Economic Perspective 2 BUS REGULATIOH Dl SOOTLAHD - A REVIEW OF THE FIRST SIX MOUTHS by John Farrington, Transport Research Group, University of Aberdeen and Tony Mackay, Mackay Consultants, Inverness Local bus services in Scotland were in particular on the balance between deregulated in 1986. Since then there has operating losses on some routes and been a substantial increase in the supply operating profits on others, with of bus services and strong competition in sufficient surplus for capital investments the four main cities, particularly in and overhead costs. Bus operators were Glasgow. This article reviews the able to sustain this situation against experience of deregulation over the first railway competition between the two world six months. wars, and both bus and rail transport experienced a boom in the 1940s and early 1950s, as wartime-suppressed demand for travel was fulfilled. However, car Introduction ownership, which began to increase rapidly in the 1950s and surged ahead in the 1960s, began to undermine the framework of supply based on cross-subsidy which was an The 1985 Transport Act introduced the intrinsic feature of bus operations. doctrines of market forces, competition and privatisation into the previously regulated system of the supply of local bus services. Since the 1930s control had been exercised through route licenses In 1961 the Jack Committee (HMSO) granted by regional Traffic Commissioners, identified a need for the injection of a quasi-judicial office whose function as funds to sustain the level of bus services defined in successive pieces of in rural areas and in the 1968 Transport legislation was to secure a public Act this proposal was implemented, local transport service in accordance with the authorities (counties) being given needs of the area. Integral to this discretionary powers to subsidise bus system was cross-subsidy within large operators. The thrust of this new operators between profitable and direction was emphasised in the 1972 and unprofitable routes. Indeed, this was an 1973 Local Government Acts, the Scottish explicit aim of the regulatory system and regions being required to secure the as a consequence of the need to protect provision of public transport adequate for operators' territories, market entry was the needs of their areas. Annual made difficult. Traansport Policies and Programmes (TPPs) produced by the regional councils were in effect a bid for finance to be used in transport spending, including revenue In this way unprofitable, mostly rural and support payments to bus operators. off-peak, services could be provided at no cost to the public purse. Additionally the Traffic Commissioners had responsibilities for operator safety, thus encompassing both quantity and quality However, through the 1970s the funds being control. provided through the Rate Support Grant came under increasing pressure both internally, as other council budgets competed for resources, and externally, as Clearly the continued stability of the central government exercised controls on regulated supply of bus services depended public spending. Increasing use of cars, 64 encouraged by road improvements, reduced Hereford and Worcester. These short term bus revenues and the spiralling results were adduced in support of implications of revenue support were deregulation since fares and revenue becoming a high cost item in regional suport payments 'decreased. Despite the council expenditure. absence of any other experimental deregulation, including urban or Scottish experience, the 1984 White Paper 'Buses' (HMSO) proposed deregulation of local bus services (Mackay 1984) and this was In the early 1980s the large operators carried through in the 1985 Transport Act. (the state-owned Scottish Bus Group and the municipal undertakings) carried out market analysis (SCOTMAP) and produced increased efficiencies by tailoring supply more closely to demand. The rural The 1985 Transport Act networks in Scotland survived SCOTMAP largely intact. Only a few routes were totally lost, though frequencies were reduced (Farrington & Harrison, 1985) on The aims of this legislation, as promoted many rural routes, with a corresponding in the preceding White Paper, can be supply increase in areas of high demand summarised as: and market potential, which were mainly urban. Despite these improvements in efficiency, however, revenue support payments continued to increase. 1. To introduce competition into the supply of local bus services. 2. To increase consumer choice, and Towards deregulation supply levels. 3. To reduce fares. The 1980 Transport Act introduced deregulation of long distance bus 4. To eliminate cross-subsidy within services, resulting in a rapid expansion operators' networks. of a pre-existing competitive trend among bus operators and between bus and rail services. Fares were reduced, supply 5. To produce subsidy transparency, increased and vehicle quality improved. allowing the clear identification of The market expanded, partly at the expense 'value for money1 in revenue support of rail traffic (eg British Rail admitted payments. to a loss of £15 million revenue per year after the 1980 Act) and partly through genertion of new traffic. This experience 6. To reduce the total amount of revenue appeared to encourage the view that support. deregulation could be applied successfully to local bus services, though opponents pointed out that demand elasticity would 7. To maintain safety levels by undoubtedly be lower in the local context. reinforcing quality control. 8. To encourage innovation. Probably even more encouraging for advocates of deregulation was the 9. To maintain a supply of bus services experience of the 'Trial Areas'. These in areas of social need. were enabled under the 1980 Transport Act but only three authorities applied for Trial Area status - Norfolk (part), Devon (part) and Hereford and Worcester. None of these included urban areas and The mechanisms incorporated in the Act, by deregulation of the type embodied in the which these aims were to be accomplished, 1985 Transport Act was applied only in are lengthy but the main provision can be 65 summarised as: 26 October 1986: Operators are free to enter the market Deregulation takes force. This was subject to registration of new or followed by a standstill period during changed services at six weeks notice, which operators were not allowed to the registration authority being the vary their registration. (In some Traffic Commissioner. areas deregulation effectively began in stages from June 1986.) The Traffic Commissioner has responsibility for ensuring that quality control standards are 26 January 1987: maintained. He also has the power to call public enquiries into situations alleged to be causing severe traffic Full deregulation in force, with free congestion. The Office of Fair market entry and exit for commercial, Trading (OFT) has the power to registered services subject to 42 investigate allegations of unfair days' notice. competition. Regional Councils are notified of Monitoring of deregulation registrations and their roads departments, together with the police, consult with their public transport units on traffic and safety implications of registered services. Monitoring the effects and implications of deregulation is being carried out by a variety of bodies and interest groups. Regional Councils are empowered to 'Buswatch' is a mainly voluntary system of secure the provision of 'social' bus monitoring local effects on services, and services where it is felt that is co-ordinated from Lancaster University. registered 'commercial' services do The Scottish Office has commissioned work not provide the necessary supply from Newcastle University, based on case level, or are absent altogether. This study areas distributed throughout is achieved by inviting operators to Scotland and a review of regional council tender for specified routes, the policies. The transport and Road Research lowest tender normally being accepted. Laboratory includes Scottish regional councils in its review of policy in the deregulated environment and a survey of Concessionary fare arrangements (paid deregulation's effects in Passenger for by regional councils) are to Transport Executive (PTE) areas being continue. carried out by the Transport Studies Unit at Oxford, funded by the Association of Metropolitan Authorities and the PTEs, Municipal and PTE operators in includes the Strathclyde PTE in its remit. Aberdeen, Dundee, Edinburgh and Glasgow were to become separate companies. In addition to these studies, the Scottish Consumer Council (SCC) commissioned a Deregulation was to proceed to a monitoring programme to cover the effects prescribed timetable, the main features of of deregulation throughout mainland which were: Scotland, to be carried out jointly by Mackay Consultants of Inverness and the Transport Research Group of Aberdeen by 28 February 1986: University. The review of deregulation impacts in Scotland presented in this article is based on the findings of this Notification by operators of intention work, conducted between October 1986 and to operate registered services, giving April 1987, and represents the views of time for the regions to secure tenders the authors. A full report was published before; recently by the SCC. The objectives of the work were to report Findings to April 1987 on the effects of deregulation, specifically the following topics: service characteristics including fares, frequencies, reliability and quality; unfair competition, if any; the
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