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LIAISON
COMMITTEE
PAPER
ON TRANSPORT
Page
Contents A.
FactorsAffectingPublicPerception
1- A Changing Market EnvironmentalProblems InternationalComparisons PublicPerceptions-thePolls Conservative Perceptionof B.
The Government'sPolicy
C.
The Government's
Government's
Policy
9-10
Record
and Efficiency Deregulation New Services Privatisation on Subsidies Spending Curbing WastefulPublic The Railways Infrastructure in Transport Investment Road Safety and Law Enforcement Protection Environmental D.
Common
Annex:
Transport
0
10-11 11-13 13-14 14-15 15-17 17-18 18-19 19 20-33
Misconceptions
Public
1-2 2 2-3 3-8 8-9
in Scotland
1 -
-
Factors
1.
A Changing
Market
coloured
strongly
and the price
money
Overall, opportunities
mileage
than
more
for travel
which
since
more
than
led
general fare
rose
price
has affected
rose
services,
in tne ccst cent
by just
transport
transport
cases
fallen
by
and travel
cent
500 per
of transport standards,
declining
and
1981,
cent).
stage
while
Of course,
to and
as the many
from
work.
carriage
the retail
of transport7especially as well
beyond
trahsport
(The average
f living. 1960
modes
of public
price
to a car,
has
period.
in many
perceptions
access for
over
by
650 per
by over
by 75 per
for traditional
between
problems. in travel
been
mileage
by bicycle same
welcome
increased
has
by
increased
this
of course
has
passenger
rl-ies in
people's
whc do not havz public
and
by 900 per
index
the
in the market
to shrinking
increases
travel over
by 9 per cent
under—investment
bus
However,
has
corresponding
without
place
Passenger
of transport.
forms
However,
1950.
in travel
50 per cent,
The decline had
since
by the
possible
made
in Britain
Car passenger-mileage
1950.
been
of different
taken
expansion
car.
cent
have
increased
the
from
greatly
benefited
of transport
forms
has not
The greatest
by rail
have
150 per cent
development
private
individuals
on all
for that
get
they
service.
of that
of a variety
development
are
perceptions
of service
by the standard
15 per
(some
budget
People's
per week).
or £18.70
in 1981,
cent
for a
and accounts
family
of the average
proportion
significant
lives
of everyone's
part
is an essential
transport
mechanised
because
an opinion,
has
everybody
which
It is a subject
issue.
political
charged
is a highly
Transport upon
tion
erce
oublic
affectin
A.
POLICY
TRANSPORT
GOVERNMENT'S
THE
who
this those rely
As public
on
- 2 transport
is as often
regulated, itself
some
as not publicly
of the blame
to Government.
about
The benefits
by car ownership
policy,
except
strategic
from
the problems
in travel
most
it noise, - law
by road
inevitably
attaches
of increased
obviously
mobility
attributable
brought
to Government
is responsible
people
enforcement.
have
The
been
a matter
them
particularly
of declining has
Because
for
living
ownership
traffic
and problems
in the numbers concern.
frightening
Their
to roads
used
the impact
has
been
bringing
size
and
lorries
and noise
vehicles
regularly
so
with
of safety
of heavy
and disagreeable
next
transport
and unpleasant
in car
increased
congestion
growth
public
a dramatic
the rise
of particular
those
had
noticed
air pollution,
especially
decline
Problems
on the environment. rapid,
publicly
building.
Environmental
increase
are less
or at least
in so far as the Government
road
Apart
for this
owned,
has
makes
for anyone,
by heavy
lorries.
International In the have their
overtaken
example
who
have
the
scale
and
pace
do not compare that
British
of cheap,
clean
travelled
Train
these
with
travelling and
eftic
building
subsidies. Metro,
(TGV),
for
or have
in France
equivalents
and
in Britain
unfavourably.
abroad ent
of massive
fares
Vitesse
their
compares
it is perceived,
on the Paris
Grand
of motorway
transport
tourist
of high
countries
so,
as a result
and as a result
French
European
performance,
improved
can be few who have
The British benefits
or so, as other
in economic
systems
or in the new
observed
and find
two decades
programmes
There
arisons
Britain
transport
investment
Italy
last
Com
experiences
trausport
all
witUout
the
hav ng
r,cj
- 3 pay more
the cost
of subsidy.
resources
is now
should
enshrined
investment, buses.
in Opposition
policies
transport
led to a widespread to transport
Party
policies
widespread
to transport, is not
which
appeal,
and
particularly
confined
feeling
in Britain
that
and this
promise
in the railways, and higher have
of resources
in public
has
be diverted
particularly
These
a switch
This
more
subsidies
for
the clamour
towards
to supporters
for
investment
of Labour
and
the Alliance.
4.
Public
Perce
tions
Two recent on public
- The
opinion
transport. A survey
These
Fair'
findings Level
by the National by RSL,
by ORC
between
of the
July
which
monitored
changes
1980
with
shipping,
health,
e-ducation,
transport
emerged
concern.
However,
survey
found
formally proportion formally and local
that
about
about
that
4elfare,
Public
1982, the
despite very
ort:
(including
and employment transport
general
few people transport
cent)
1982.
Trans
issues
ac one of the most
transport
services.
and June
of all
financial
public
(4 per
(before
to
of Dissatisfaction
housing,
in 198
attitudes
were:
found
in March
into
surveys
The RSL poll
opinion
Consumer
published
conducted
Industries,
in attitude
of public
Scheme).
conducted
Nationalised
evidence
are:
on a survey
'Fares
A survey
i)
provide
and conducted
but based
The main
polls
commissioned
Council
GLC's
Polls
communicationc)
frecuent
sources
dissatisfaction, actually
services.
of people than
and
services,
wanted
about
their
of
the
complained A much
lower
to complain neighbour
coc:
- 4 In general not help
Trans
people
and many
that
complaining
did not
know
who
fares
than
found
about
51 per cent
more
any other
aspect
of coach
in the
50 per
users high.
list
Bus
of charges
and central
oil.
The ORC
heating
survey
suggested
of the RSL
fare
levels
survey)
had
that
rail
from
39 per cent
fares
period.
National
to have
risen
respondents British
The RSL
because More
found
said
cent
than
fare
levels
fares
came
unreasonable electricity
1980
(the
dissatisfaction of people
than
fares
risen
believing
the sample
were
believed
RPI by 35 per cent
had
with
RPI increased
over
The number
12
of people by more
of
beli-eving
than
RPI
to 12 per cent.
Infrecuency that
27 per cent
were
not
that
they
of poor_or
people
between
users
only
telephone),
faster
Company
fares cent
train
1982,
to 45 per Bus
that
The number
risen
faster
9 per
services
and many
had
Airways'
from
and
transport.
of train
considered
that
risen.
in 1982.
Bus Serv-ices:
that
to.
about
of public
users, but
and
(including
complain
cent
consider
after postalservices
rose
to complain
people
of underground
are unreasonably fourth
that
of bus users,
45 per cent
per cent
time
would
ort Fares:
The RSL poll
and
thought
of bus users
frequent could
enough
not make
_totally non-existent
in England
than
in other
for
complained them,
journeys bus services°
parts
of the
CW,
- 5 infrequency.
about
complained
Standards:
Trains:
comfort
standards,
about
complained
and cleanliness. about
trains.
on underground
overcrowding
the train
complained
users
of underground
16 per cent
half
and Managerial'
'Professional
as
classified
users
Nearly
of overcrowding.
complained
trains
and 17 per cent
of comfort
standards
and poor
of dirty
complained
of users
32 per cent
trains,
who used
of the RSL sample
Of the 13 per cent
Air Travel: found
The RSL
that
with
problems
reported
year
in the previous
accepted
generally
to wait
forced
The ORC survey
people
found
felt
who
the terhentages
that
industries
should
12 per
Airways Bus
cent
and was
Company.
and being
increase
in the number
1982
public
transpc,rt, although
that
Over
in the case
to 25 per cent 30 per
cent
the perio,f.,
partioular rose
be partlydenationalied cent
of and
denationalisation
thinking
to 27 per
less
were
etition)
are sti:.1 not high.
of people
from
more
improve
the nmber
11 per cent
and
were
surroundings.
a significant
1980
would
comcetition
Com
and
between
occurred
communications
in inadequate
Denatinnalisation
delays
although
as unavoidable,people poor
to forgive
ready
services
or cancelled
delayed
and
travellers
of air
cent
17 per
from
of BR, and
for British
in 1982
for the National
- 6 A similar
trend
competition that
was
with
there
evident
the percentage
should
be more
11 per cent
to 30 per
from
cent
13 per
British
The ORC
Subsid
found
taxpayer
should
of people money
give
of in
- the highest
cent,
believed
cent
believed
while
than
should
taxpayer
and
be given
half
by 1982
that
17 per cent
made
a profit.
be given
only
the numbers
from
Rail
Only
money
4 to 5 per cent
(57 per
losses
the National
more
the
to ailing
rose
British
it made
that
money
BR should
over
in 1982
Company
agreed
However,
that
that
Performance:
a lot more
by the taxpayer
often
11 per Bus
by the in the case
of
Airways.
Wa es, Service
and
surprisingly
of the Rail
was
unions.
the unions
management
Industrial
in the case
of dissatisfaction
over
Financial
Industries.
more
that
in 1982
Company
from
of BR;
in the case
43 per cent
few people
believing
to 27 per
Not
and
that
Nationalised
British
rising
in the case
Bus
believing
industry.
Government
cent)
and was
of the National
for any
more
competition
cent
to
of people
to 33 per cent
Airways
the case
in attitudes
rose
the period
from and
..tlouidbe stronger
of BR a high
expressed
The
should
Relations:
with
percentage
co-operate
24 per cent 39 per
cent
level
the attitude
believing more
fully
to 59 per believed
resi_,,..Ling wage
with
cent
that
claims.
BR
— 7 Equivalent
figures
lower
although
are
British
Airways
readily
with
the attitude
about
complained
of staff
at a local
level.
The number
of people
Industries
should
feeling
Bus
Confidence
in Manaaement:
Confidence
in management in general
risen
is less
there
Rail
British
Company
33 per
was
not much
cent
rising There
in
since was
Company
1979)
and
1979
a high
but
in the management
of
in any
other
Nationalised
having
quite
a lot
cen:
a
In 1982, stood
when level
(58 per in British
which
percentage
it stood
in 1982,
Airways
from
21
bT:.tpeople
a: 86
has
been
at 51 per cent.
of confidence
cent
or a great rose
in BR management
or no confidence
1982,
Industries
the mid 1970s,
since
tD 31 per
n 1976
cent
having
Buc
than
of confidence
deal
per
The relevant
of Nationalised
confidence
People
Industry.
per
of BR
in the case
rose
in 1982.
cent
has
to manage
freedom
be given
for the National
figure
Nationalised
that
to 33 per cent.
12 per cent
from
emerged
staff
few people
Intervention:
own businesses
the RSL
side,
Very
Government
their
cent
5 per
from
transport
public
unscathed.
relatively
jumped
On the positive
that
found
survey
more
co-operate
should
management
that
believing
the number
Airways
and British
for the NBC
unions
cent.
to 33 per
—
in the National
30 per cent
(57 per cent
in
in 1982
-
- 3 53 per
cent
is suite
evenly
without
much
different
5.
Perception The
in 1979)
political
would
and
the Government's
attaches
in people's
- _areas where
public
significantly
social
class
of
Polic
there
is a lot of public
to Nationalised
on privatisation
dissatisfaction
has
risen,
minds
perception
different
and
supporters
approach
However,
Industries
itself
that
arguments
of Nationalised
ages
Government
the Government's
through.
Dissatisfaction
parties.
suggest
with
across between
of Conservative
ORC poll
are getting
spread
variation
sympathy that
managements.
and
from
and competition
with
the performance
inevitably
some
to the Government.
of Conservative perception
palicy
of other
Industries
blame
Specific may
be
parties'
policies
arei. -
Polic
Towards
perceptions The polls
Nationalised
redound show
competition
been
something
some
realisation
1980
of the need
competition
Bus
deregulation
in general
do not.
Company.
provisions
in public
for more
of the
that
for the National
of a success
The awareness and more
a striking
Act
some
to our advantage,
is good
The Transport
Industries:
have
perception.
privatisation
has
grown
significantly. The
rising
dissatisfaction
to have
been
Serpell
Report.
Party
helped
has been
network
options
Conservative ft,tther.
seen
Beeching
been
left by the
and Serpell's
interpreted
is to cut
likely
the Conservative
as anti-railways
have
Altrough
ER is not
by the imoresEiion
Since
policy
with
the rail
to mean
that
network
p(,-pic at- uissatt,iLled
wiLh
therefo.re
- 9 they
are not
Heav
anti-railway.
Lorries:
the heavy
lorry
Whatever
the
package,
a large
see the Conservative heavy
lorry
to allow
Trans
as a result
them
committed
to some
of high
the champion most
level
of fares,
people
the Party's
B.
extent
experiment,
to be the
Party
offering
offset
cannot
although
posed
low
dissatisfaction
good,
is now
fares.
with have
as
the
done
the damage
by the unpopularity
of
Polic
The fundamental is that
principle
the users'
of transport.
Transport
the transport
customer.;
aimed
Party
rates.
The Government's
policy
to many
impression
much
of the
determination
Fair'
the Labour
express
image
is to some
'Fares
appeared
while
this
in favour
licensing.
of the traveller,
Since
high
Party
the
of
of people
The Labour
of route
During
fares,
merits
of the Government's
form
the Conservative
number
as being
to run heavier.
ort Fares:
Party
Party
environmental
behind
interests exists With
che Government's
are
paramount
for and would
this
in mind
transport
in the provision
not
exist
without
the Government
has
to: Liberalise to make
them
customer To create new
where more
needs,
both
the
market
efficient
and
the most
services,
transport
possible
to keep
responsive
to changing
possible
and new
for the public
private
generally
conditions enterprise and
the
enormous
growth
of current
for in
for the elderly
and disabled. To contain
services
far-as down.
encouraging
innovation
in transport
operating
- 10 subsidies
and direct
investment
and new
To privatise
support
as far as possible
to new
facilities.
publicly
owned
transport
undertakings
where
possible. To maintain
and as far as possible
in the road network, strategic To help
trunk
transport,
problem
of heavy
To encourage
The Government's
1.
Dere
ulation
the
and
and
designed more his
most
supply
the impact
of
with
industries
the
to become
exports.
.standards
of safety
in transport.
of the consumer
local control
on the belief
of policy
service
from who
from
on the
performance.
to relax
The
to
maintenance.
by dealing
is based
pressure
to maintain
'captive'
road
by improving
to increase
better
efficient
puts
improve
scope
and
emphasis
cheapest
costs
and
given
lorries.
policy
to the needs
This
emphasis
and Efficienc
operator
services.
investment
Record
The Government's to shift
bypasses
the transport
towards
C.
particular
particularly
competitive
To work
tends
roads,
the environment
modern
more
with
increase
can choose a number
providers
of the
the best,
of competing
of the service
is hampered
monopolies,
on costs
competition
the convenience
If a market
or total
that
by regulatioy)
the operator
and forget
to cut
has
the interests
of
customer. Transport
Act 1980
provided
of intercity
coach
services.
legislation,
about
100 new
fares
have
The Civil
fallen Aviation
deregulation
for
total
As a result express
services
deregulation of the have
begun
dramatically. Act
1980
in the Civil
provided
Avia
for a measure
ion Industry
of
by requiring
and
- 11 the Civil
Aviation
airlines
compete
airlines
in providing and to secure
within
the UK.
CAA which policy
and Edinburgh British
The
New
from
32.5
London
British
to Glasgow
Airways
to secure
and
agreement
routes.
of inland
highly
The lorry
package
million
permitted
air
The
services
for
of heavy
as a measure the lorry
in the market However,
efficiency
is estimated
a year
that
competition
competitive.
scope
weight
can be seen
the difference
affect
more
which
it does
and reduced
to be worth
give costs.
about
for industry.
Services
that
system
transport
services
and the rise
cf both
pl:.tical
it is unreall3tic
transport
on the scale is the
a particular
cuts
the withdrawal
parties
to expect of the past.
inevitable
of car ownership.
has been and
licensing
It has
on international
to 38 tonnes with
did not
already
Governments the fact
and is trying
in the maximum
the market
£150
with
to the
explored.
of deregulation, package
of airports
transport
fly from
in competition
deregulation
increase
lorries
was
to
use
other
on international
guidance
for air
for further.deregulation
is being
policy
as administration.
Caledonian,
on greater scope
to give
Midland
with
has
is now responsible
British
British
services
effective
Government
the power
that
as possible
air transport the most
The
as well
allowed
to ensure
as effectively
routes
relinquished
2.
Authority
problem
in rural bus
na,i to recognise
to prop
up cur public
Decline
consequence
The decline
of rural
have
in public
of social
in public
areas.
The
change
transport
'Beeching'
services have left
many
rail areas
.
- 12 without
conventional
recognises transport
that
transport
for many
people
is essential.
This
young
husbands
the car to work.
these
people
transport
people
and voluntary
transport
areas,
do not
some
applies
have
cars
The Government
alternative
the
Government
form
of public
to the elderly
and women
whose
is trying
low cost
forms
to help
of
schemes.
The Transport use of local
in rural
who
by encouraging
However,
particularly
and disabled, take
services.
Act
1980
enabled
authority
when
they
school
local buses
are not being
to school, and abolished
authorities
to make
for conventional
used
restrictions
to take
on car
children
sharing
schemes. The Government,
working
organisations, local cost
has
authorities schemes.
eg. post
buses
conventional being
given
set up;
multiple
fares.
and
buses
school
Act
'Trial
within
Areas' carriage
on this much
basis
effect,
services in Norfolk however,
is working
well
by putting
local
The Transport
with
Act
a Trial
1980
to take
up of
altogether.
Schemes
Area
do not
seem
in Hereford
effecting
out to tender
shifted
encouraged;
restrictions
the council
services
are
licensing
and Devon
the burden
low
to provide
schemes
for the setting
all
cease
and other
used
areas
and
is growing
are being
in some
provided
which
schemes
minibus
schemes
used
1980
to people
are being
voluntary
sharing
The Transport
other
to set up voluntary of these
are being
and
and advice
The number
car
cars
the NCV0
help
working
transport;
and hire
stage
with
cost
on
set up
to have
had
and Worcester savings
on a regular of proof
in
basis,
- 13 stage
carriage
licence
for the licence evidence local
3.
that
stage
applications
to the objector.
this
provision
carriage
the applicant
(However,
has
there
encouraged
many
is little new
services).
Privatisation The
Stated
Government
owned
benefits.
believes
enterprises
It removes
disciplines
imposed
that
privatisation
to the private
companies
by the
from
State
disciplines
of the market
hamstrung
by Treasury
control;
with
their
from
the
prices,
companies
effect and
and
which
more
individuals
of Transport-has
take
place;
them
sector
to buy
of the most
Freight
Corporation
are
no longer
more
closely
Consumers
competition
shares.
one
and
to the more
identify
in them.
of
many
guarantees
managers
can
transfer
- brings
transfers
a stake
are able
perhaps
sector
employees
private
- the
artificial
and
effective
this
from
benefit
has
on
The Department
successful
records
in
area. The National
to its managers successful
company
expectations 27 British property
Britain's The work design
involved
Tra7.sport
in As
in excess
million
business
1982
a highly
in the haulage
are worth
ports,
of industry.
on non-operational
have
and
trunk
to the private about
£20O0
Britizh which
have
Construction
on motorways mainly
:ciatei
DOC1,..3 Board)
profitable
of the Roads
transferred
in February
been
sold
to
sectcr.
most
work
well
£100
Hovercraft
--.ne.sares
the British
profits
over
sold
It is now
a recession
Hotels,
and BR's
half
making
despite Rail
the private Over
and workforce.
was
?orts
;•,:r.s 19 of
been
sold.
Units
which
roads,
has
sector.
million.
(f:rmerly
do the been
Road
schemes
- 14 Long
leases
Service Legislation
have
been
sold
two of the Motorway
Areas.
is on the Statute
Introduction Company's
book
of private
of the work
Stations
to the private
of other
to enable
capital
express, holiday
Transfer
Sale
on all but
into
the National
and property
of the Heavy
parts
the: Bus
businesses.
Goods
Vehicle
Testing
and more
property
sector.
of BR - eg Sealink
sales. The sale The
of British
scope
into and
for
Curbin
the introduction
the operations
Scottish
Wasteful
Public
of private
of the British
for the privatisation
particularly
4.
Airways.
of some
airports,
Scendin
capital
Airports British
Authority, Airports
is being
explored.
on Unrealisticall
Hi h Fares
Subsidies The Government payments
of excessive
operators High
subsidies damaging
are
ratepayers. Public could
be more
on the
If high
spending
that
to travel
highly has
people
back
on to
High
they
subsidies
are buying
promote
efficiency,
suhsi.dised
fares
to be paid
by somebody,If
this
of ratepayers, financed
employed
has
are not
by the Exchequer,
elsewhere.
'cheap'
an obvious
particularly
x
terms,
off at the
as much.
effortsto
the rates,
are
the
or in social
of the service
or resouict
cost-effectively
many
that
transport
the better
to relax
finances
t - to rise
in economic
attract
cost
through
subsidies
to public
to favour
not
of the service
financed
impact
tend
operators
believes
the cost
tend
the true
transport
The Government because
who
from people
enable
either
in practice
and they
its predecessor,
of subsidy
justifiable
of the poor
disguise
as did
levels
do not
transport
expense
and
is not
subsidies
public
believes,
and
business ther
- 15 The Government services
would
reasonable
against
not be viable
balance
the traveller, and that
is not
should
without
because
it, but
be maintained
the ratepayer
indiscriminate
subsidy,
between
should
essential
it believes
and taxpayerand
subsidies
some
that
the interests
the transport
not
be paid
a of
operator
regardless
of
need. When adopted case
some
Labour
low fare/high
of the GLC
levied
to pay
GLC was
and West
in breach
within
protected
from
the legal
basis
levels
rolling
in policy
plans,will
by local
of subsidy
rates and
and
for.an
the
area
of subsidy area,
or the GLC
above
forcing
which
local
reckless
is
it risks
authorities
and by providing
discourage
to provide
Metropolitan
Authority
spending
of subsidy
in the
to its ratepayers.
provides
the Metropolitan challenge,but
decided
unreasonable
in each
The legislation,by
proposed
year
shifts
5.
legal
were
duty
1983
in 1981
the supplementary
fiduciary
Act
elected
the Courts
that
fullconsultation
which
challenge.
policies,
reduction
Transport
after
spending
three
fares
to clarify
to be defined
Councils
Midlands
of its
for stabilitylthe
justify
subsidy
for the
In order
legal
Metropolitan
to
for annual spending
and
sudden
councils.
The Railways The Government
performance travel
and
has
cost
compete
constantly
efficiency
from
road
control
effectively, and
must
up on costs,
become
more
slow.
However,
liberate
efficient.
under
funds
reform
has:
The market
as a result
in the
burden
for
of inefl'i:iency, In order
has
to
of the railways British
workingi.7.ractice
progress
rail
of s7r--)r.2
railways.
for investment,
antiquated
Unfortunately
of improved
the pressure
the mounting
more
the Government
the necessity
Rail.
but also
standards
to reduce
the taxpayer tighten
years
transport
and poor
urged
on British
decline,d in recen7
competition poor
has
been
on
Rail and
disa:intingly
- 16 backed
up the BR Board
unions
to agree
reductions been
in its
to changes
and increased
extremely
cost
reductions.
support
have
been
all public
per passenger
terms
since
given
approval
amounted mile
in principle
for each
been
able
investment
to spend
external
the last been
Government
than
in the
requests
£220
existing
rail
for the
future,
management Rail
are
given
and the
of mainline economic
case
level
Although
BR have
investment
ceiling
in the last
years
Rail,
under
under
identifies
annually
money
this
appointed
undertaken
scope
by 1986
freight
Labour;
the Government
of the railways
Report
more
for rail
years
1975-9
not
on the railways
grants
four
in
within
3 years,
terms
More
in the
four
million
sin
for cost
within
the
network; the Government
suggestions
considering
from
in real
at the same
in cash
review
The Serpell
following
significantly
Labour.
limits
by British
far-maching
worth
ceiling
Government.
have
savings
alone
in 1982,
to a programme
on investment
facilities
the war.
million
risen
up to their
finance
spent
the most
Grants
project;
as it was under
after
of financial
to a satisfactory
terms
under
levels
and to help
1979;
real
than
the recession
to £926 has
the
has been
manning
it to overcome
to the railways.
maintained
their
during Record
electrifica-,:ion subject made
the
practices,
to BR in helping
given
sources
grant
being
in working
difficulties
it make
to get
efficiency;
generous
its financial
efforts
the scope structure
following
made
has
to the
made
it clear
Serpell
Enquiry,
for a reorganisation
of the
of BR along up suggesions
regional
lines.
for effioieAcy
that it is
British savitAgs
7.0
- 17 made
in the Serpell
Report.
want
to see a major
programme
the railways methods
to compete
beqsome
bus
reviewing
6.
economic alleviate
substitution.
the scope
for
Gatwick
Travellers
line,
in Trans
trying
ort
investment recovery, the
has
acted
to maintain
expenditure
to ensure in order
300 miles
of new motorway
opened
since
1979
which
will
inherited the last levels The
has been be completed
from
two financial
inherited
forward
1982-3
from
programme
and 70 local
has
bypasses
in 1986. has
been
and
to
road
outer
The level
Output
have
been
for 43 communities.
maintained
years.
on
promote
trunk
to the M25
orbital
road
of spending
and
increased
is up well
above
in the
Labour. budgets
authority
and 1983-4.
maintenance from
Labour
expenditure
on the environment. and
including given
that
investment
traffic
Nearly
Top priority
Victoria-
on current
to help
our existing
of increased
May
Sealink,
etc).
wasteful
is maintained
effects
(eg.
or private
Infrastructure
to minimise
the Government
Fare
will
and BR are
privatisation
schemes
competitive
and there
The Government
not
nevertheless
far more
and cars,
further
does
closures,
to adopt
coaches
in investment
While
transport
with
the Government
of route
to have
participation
Investment
subsidies,
are going
Whie
for bypasses
bypass
starts
Expenditure
increased
have
for 220 communities, been
on motorwa;
dramatically
approved
for
and trunk levels
d
inherited
Labour.
Although 1979, is not ceiling
railway
investment
it has been because
less
in real
of Government
but because
has
resources
increased terms
than under
constraints which
in cash
on BR's
should
have
terms
sine
Labour.
Thi
investment gone
into
- 18 investment
have
action
inefficiency.
and
Local
transport
Line
The Government
which
projects
are going
British London
Safety
Terminal
the
strike
the Piccadilly
4 and
a light
ahead
Policy
siting
unsettled with
terminals
proposals
at Stansted.
The
for the introduction
authority
into
the
to develop
Government
a third
is considering
of private
Authority's
Investment
at Heathrow
and local
is underway
and
London
for 20 years.
new
enquiry
in 1979
of a third
of regional
Authority's
Airports
include
from
capital
into
the
operations.
and Law Enforcement
Increased
possible
been
development
Airport
British
and law
had
Airports
ahead
its Airports
about
and a public
the scope
Road
announced
Airport
airports
going
for losses
docklands.
uncertainty
and Gatwick,
to pay
to Heathrow's
to London's
removed
diverted
projects
extension
railway
7.
been
road
traffic
enforcement. should
injuries
has
to be a balance
caused
for the motorist.
accidents,
between
the
motorcycle
a new two-part learner
rider
test,
toll
of safety
as
of deaths
recognising
laws withnew
training
and
by limiting
can us'e before of a provisional
After
a free
vote
belts
should
be compulsory
is coming
as much
and
that
there
freedom
evidential
stations.
the duration
Evidence
that
of safety
has:
up on drink-driving
Encouraged
while
interests
at police
it problems
the appalling
by road
testing
with
believes
to minimise
The Government
Tightened breath
brought
The Government
be done
and
has
safety
the size
taking
by providing of vehicle
a test,
and
for a
by limiting
licence.
in Parliament,
it was
for front
in of a dramatic
decided
seat
that
seat
passengers.
decrease
in the number
- 19 of serious
and
Introduced
a new penalty
offences
to replace
considered Extended burden
8.
traffic
had
traffic
the need
Appointed
and the
forward
of heavy
the lead
which
had
been
the
the Courts.
and
lorry
White has
Papers
put
of petrol
petrol
with
the EEC to this
altogether
noise
aircraft
and
nuisance
of aircraft
steps
of people
them
limits
on the
quieter,
for those
traffic
greater
and
priority
action
by two thirds that
lead
and
to
to bypasses.
its plan
by 1986,
should
to reduce
and has
be removed
is seeking
agreement
policy. controls
ha-re been
ha':e been noise
affected
taken
round
The Civil
for
and Heathrow. • noise at Heathrow
2 million
Aviation
to take
environmental
when
whether
to grant
air
-
the
Gatwick
by aircraft from
announced
to minimise
a s7=atutcry duty considering
brought
cleaner,
help
for
of heavy
package
to place
into
by 1990
be reduced
by 1990.
therefore:
schemes.
gave
already
from
lorry
by lorry
control
road
the problems
by the growth
to provide
its intention
will
to examine
to make
affected
by increased
The Government
measures
efficient,
content
stringent
created
caused
contained
local
now announced
300,000
traffic
to relieve
from
urgent.
in 1979
lorries
The Government
instance
offences
for action
badly
two Roads
number
system
The Government's
and more
encourage
New
for road
up system
fine
environment
in 1982
particularly
The
totting
problems
an Enquiry
traffic.
safer
system
Protection
made
size
points
penalty
the environmental
lorry
as a result.
unfair.
of minor
people
injuries
the
the fixed
Environmental By 1979
fatal
to less
Act
1980
factors transport
The for
than
,-;:ave the CAA into
a;.unt
licenc,as.
- 20 D.
Common
The
Government
hostile
to
transport.
Misconce
is
ublic
tions
The
Government
transport money
is not hostile
but
it believes
is to be spent
subsidies, a right
the
and
the maximum
not
believe
total
record
has
distance
reduced
fares.
to urban
transport
which are
and
the reckless
damage
hardly
Labour
everybody's
policies
Grants
now
More in The
licensing
has
in the number
services
The Transport
for reasonable
of some
the railways
Labour.
increase coach
than
in money
on investment
provided
policies
The
more
a day.
of coach
of long
- a
difficulties
million
a dramatic
discourage
spending
than under
liberalisation meant
transport
efficient.
spent
money
in 1983-4.
to help
more
£2.5
the railways
to
of public
financial
been
handouts
by the Government's
terms
run at over
It does
Contrary
million
their
has
for money
State
on the railways
to become
money
value
is actually
in real
and
good
on public
of £1700
overcome
or ratepayer
amounts
spent
before
and
transport
of efficiency.
made
Government ever
on public
inefficiency.
allegations
are being
if public
in massive
to finance
critics,
that
taxpayer
to expect
to public
levels
with
Act
of subsidy
is designed seesawing local
1983
to subsidN
authorities
interess.
of a Government
The.,e
- 21 which
The Government pro-car
is too
and aro-road
and has not
done
enou h
for the environment.
All
is anti-public
Governments
that
most
the rise
have
people
personal
standards.
Our
move
freight.
over
to force
roads
onto
Instead,
and
road
minimum
traffic
roadsr-and
phased
remove
will
is being
lorry
Government
is
taken
The Government
the Labour
as well. to ensurin
with
the
policy
economically
gives
higher
45 have
in the next
in petrol
traffic
-.Df
lorry
from
aircraft
against
and
centres
introduced.
to reduce
is not
is being
package
the heavy
has been
been
and a further
be built
L,ad
of population
The
for
May 1979
to control heavy
or
as quickly
building
cT_It. A 2tringent
measures
fact
be directed
to bypasses.
4 - 5 years.
off
the last
this
road
important
220 bypasses
realities.
to the environment.
the need
since
of all
or goods
can move
emphasises
completed
and
these
as possible
The Government's
living
not be possible
must
of damage
priority
ignore
recognised
efficiently
and
82 per cent
people
policy
and
is heavily
the railways;
Government
fact
dramatically
transport,
it would
right
that
economy
We can not
In practice
has
mobility
on freight
the
to own a car,
ownership
increased
lorries
accepted
want
of car
dependent
transport.
Acti,_;n noise.
cheap
fares,
- 22 a ainst
chea
fares
but
ood subsidised
always
cit
transport.
GLC's
'Fares
cheap
policy.
by the London
LT by the GLC was paid
London
businesses
jobs.
Although
now
and
onto
such
subsidies
the Government
Of course of cheap should
fares,
be cheap
the taxpayer transport costs
but
and become
a fair
that
believes
should
more
including
aim
efficient,
to cut the only
transport.
Neither
_,,gainst all
subsidy,
'cheap'
balance
they
Therefore,
and ratepayer.
operators
to real
is in favour
for everybody,
is the Government but
less
off.
well
way
the
of the
expense
off at the
that
to favour
tended
their
from but
transport,
public
cars
better
people
attract
not
policies
It subsidy
did high
only
not
that
then
argued
South policies.
such
pursued
who
Yorkshire
it was
policies
subsidy
like
Councils
penalised
has
in Government
high
excessively
against
to cut
had
Party
the Labour
its mind,
changed
have
would
bill,
rates
for the mounting
to pay
order
in
and
by businesses
are paid
London
in
of all rates
62 per cent
ratepayer.
on
imposed
deliberately
inefficiencies
for
and
for this
the price
but
down
gone
may have
fares
The
not a
was
policy
Fair'
The
by someone.
to be paid
has
and
of the fare
the price
it recognises
has
to be maintained
- 23 between
the interests
and the
traveller.
be paid
indiscriminately,
need.
of the ratepayer Subsidies
The Transport
for a reasonable
should
not
regardless
Act
1982
balance
of
provides
to be maintained
in future.
Wh
are trans
s stems chea
ort
abroad
er than
much
in Britain.
It is true
that
urban
in cities
abroad
of subsidy
than
However,
many
transport
they
operators
It is estimated was
could
be made.
levels fares
would
of total will
provide
transport
on the
buses
is killin
rural
transport.
off
operators and cost
Not
There
the new rules licences in
'Trial
transport.
and
a year existing
enable
percentage Act
1983
for urban
to plan
for better
reductions.
is no
for rural
in Britain
the existing
evidence
for the granting
Areas'
Transport
The Transport
efficiency
true.
efficient.
with
a larger
stability
as a
cities
this would
cover
costs.
more
£80 million
lower
only
transport
if London
Of course
to be much
are
cases
as other
of subsidy,
subsidy
Deregulation
that
of at least
levels
urban
for Europe
are much
as efficient
savings
subsidies
in many
abroad
higher
and British
average
However,
enjoy
systems
do in Britain.
do not
below
whole.
often
operating
a little
transport
routes
has
that of
or delicensing
damaged
On the contrary,
rural delicensing
- 24 in
the Hereford-and
has
produced
Worcester
better
rural
in rural
bus
Trial
Area
services
at lower
cost.
The
decline
new
phenomenon.
since
the
changes
had
into
services
generous
support
to public
areas.
The Government
the use
there
will
s read
ell
be wide-
rail closures.
The
a growth
Report
and misreprented. Report
Councils
transport
to
in rural
recognises
that
to the problems
low cost such
is concerned
buses
1979
growth which
with
and car
there
has
in such should
has been Mo-t
schemes, for
services,
Since
the
and
as minibus
and post
transport
a significant
Serpell
has
so it is emphasising
schemes.
services,
or nearly
of financial
is needed
of school
sharing . been
County
levels
schemes,
conventional
conventional
the Government
for alternative
voluntary
Ser
wholly
provide
need
after
running
rural
areas,
massive
many
local
who
it is simply
keeping
allowed
o f rural
parties,
to pour
Nevertheless
approach
It has happene
that
empty.
a new
That
of both
effective
subsidies
and
ownership.
to recognise
cost
rural
of social
in the countryside car
is no
happening
as a result
Governments
have not
It has been
1950s
increased under
services
continue.
misundestood
oi tke.,(mdjc_ty) scope
for
improved
- 25 efficiency scope
on the railways
for savings
by 1986 within Critics
of £220
the
attention
which
sets
the future
existing
tried
rail
saying
network,
in the Report,
illustrations
cuts
of funding.
these
given
Serpell
One
for an increased
not
Government
has
already
were
levels
no recommendwas
in a slightly
Serpell
policy,
Report
it clear
that
it does
closures.
It is
the aim of the Government
to achieve
better
railway
gives
more
services helps
value
quality for money
and
for the passenger.
to identify
how
is
and the Government
to see massive
and higher
that
illustrations
The
made
only
different
investment
network.
that
of network
made
of these
for
in the network.
of the sort
be expected
to
of the Report
'options'
In fact
not wish
have
network.
out so-called
recommends
reduced
annually
rail
to the part
Serpell
ations.
identifies-
million
of the Government
shift
could
and
which
improved
The
this
a
Report
aim can be
achieved. in money That
the Government
has starved railways
of
investment.
the
terms
More has been invested in the railways/ (though not in real terms) /u.nder this Government than under Labour (£1600
million
from May
1979
to £1100
million),
and many
projects
are going
ahead.
tc losses industrial
from
inefficiency
disputes,
BR has
as opposed investment
However,
due
and not
spent
- 26 up to its years,
investment
even
though
the railway terms.
more
The taxpayer
without
some
The
that
more
the
Serpell
could putting
Government
in
accepts
is needed,
but
demonstrated,
BR
the money
Government
for this
in order
has
given
as
from
and
approval
of electrification,
been
slow
justification
the problems is little electric
firm
for specific
projects.
of the railways,
evidence
is any more
Therefore,
is expensive,
every
an
comfortable conventional
electrification
project
on grounds
that
than
since
for all
and there
to suggest
for the traveller
justified
but BR
is not a panacea
train
diesel.
to a
in providing
Electrification
or good
the railways
costs.
programme has
into
its own house
reducing
in real
be expected
improvements
Report
has given
ever
cannot
investment
generate
than
money
major
efficiency.
in recent
the Government
money
to go on pouring
The
ceiling
has
to be
of commercial
effectiveness.
Unfortunately
lines
been
able
that
electrification
cost
BR has not
evidence
to show
worthwhile approval
commercially. has been
of the main Harwich,,
line
and
given
on many
co produce is
Nevertheless for electrification
to Ipswich,
the Government
Norwich hopes
and that
- 27 BR will
be able
for other
lines
and freight
The Government the road should
has
oro ramme,
be buildin
motorways.
cut it more
and
the roads
has
has
soon.
miles
of roads
on roads
Output,
it
over
the
(ie the actual
built)
is well
up on and
levels
inherited
from
Labour,
prices
have
much
more
been
of
from
the recession,
spending
two years.
the size
it inherited
and despite
last
forecasts
Intercity
maintained
programme
increased
better
for their
businesses
The Government
Labour,
to produce
tender
competitive
than
before.
It is unrealistic the motorway size
has
trunk
users
much
and
taxed.
a, too
are over
a much
and
our motorway
needs
given
It is true
Excise
represents roads
Duty
and
programmes.
To argue
sensible
the
road
as arguing
in
taxes
in no area
allocated
cover
collected
fuel
are
is
of transprt
But
specifically
only
programme
the cost
taxation
of minor European
times
programme.
the
infrastructure.
the amount
three
Government
other
assessment
our existing
that
of
countries.
system
than most
on a realistic
Vehicle
in other
better
based
the size
in the UK with
roads
countries,
Road
programme
of the programme
Britain and
to compare
of
ie
of
tax revenues to particular
that
car
spendin
tax should
programme
is as
that
on drinks
duty
- 23 should
be spent
only
or oil
taxation
should
develop
North
road
Sea
tax would
on help
for drinkers,
only
be used
oil reserves.
mean
more
to
Lower
tax on other
items.
Although
road
risen, rate
they
over
users
enou h tax there
av
and so
is unfair
com etition road
do not
have
has
the past
and rail.
has
massive road
Report
subsidies pay
from
to maintain,
the road
network. came
costs.
This
the most
their
has now
damaging
at a level
build
of what
before
this
heavy
share
lorrics
of road
been
changed,
lorries
now pay
reflecting
while
and police
office,
fair
It gets
in excess
However, into
it is rail
the taxpayer,
tax well
it costs
if
in competition
advantage.
pay
terms
demonstrates,
an unfair
did not
on
in real
and rail,
Government
the
duty
road
users
have
above
fallen
is any unfairness
which
duty
few years.
As the Serpell there
risen
in fact
actually
at all between
between
not
of inflation;
petrol
Road
tax and petrol
the damage
track
and VED they
do
to the roads.
The Government
does
This
not
the
to recognise
care
im_act
about
of trans
the environment.
ort_on
Government
to curb
is the first,
but
not
to do something
the impact
of heavy
The Government's
package
fewer,
mean
positivc
traffic
Lhe environmentc will
only
cleaner,
on lorry safer
- 29 and
less
petrol
is being
noise
The Government doin
nothin
is
has
In 1981,
the Government Policy
procedures
towards
Government National Fares
the
Scheme.
spent
railway
tracks
schemes
are
rests
into
going
with
ahead
local
travel
half
fares
and
body
would
be difficult
so on.
pensioners,
but
this
hundreds
of millions
national
half
extra
£100
fare
million
27 more
concessionary
councils; some
some
witnout scheme
would
every-
introducing for
cost
of pounds. scheme
give
give
To satisfy
travel
10
now.
to pensioners,
free
schemes
old
ways.
to grant
free
a national
about
cycle
to turn
cycle
the power
cycling
and in 1982,
completed
and
by central
and Wales,
were
cyclists'
two years
in England schemes
to cycle
facilities,
on 21 innovative
fares -
been
after
Government
At present
set uo a Concessionar
has
safer
simpler
Councils
In the last
£200,000
proposed
improve
County
a
of regional
to look
plan
greater
footpaths
offiercs and
aircraft
published
requirements,
cycling
in
to bypasses.
which
the appointment
schemes.
doesn't
Paper
tracks,
grants
and
given
to convert
interests
Wh
been
Lead
out,
reduced
priority
construction
the cyclist.
lorries.
phased
is being
Cycling
to hel
obtrusive
would
per ann%zm,
Even COE:
a an
- 30 money
which
would
have
to be found
somewhere,
either
from
other
programmes
(perhaps
benefit
pensioners) rates
and taxes.
scheme
still
would
are
buses
no bus
or have
needs
run
do somethin the British Industry,
the Government to sort Ports
out
to adapt
Ports
over
the movement
coast
trade
these
of the
by the operation which 'jobs
there
was
their
jobs
in world
of traffic coast,
from
a decrease problems
'container' been
the
revolution, exacerbated
of the Jones/Aldington gave
all registered
and Harbour hard
no matter
justification
or not.
of London
authorities
patterns
for life'
arid t e GovtLnmt
have
two decades
have
economic
particularly
Industry
and overmanning
problems
agreement
to the
the past
to the East
in the wake
Docks
nearby.
flexibility
of shifting
the Port
the
provide
declining
workers
to use
population
in world
All
20 per cent
local
of the British
West
to
to the
Parts
trade,
of
tailored
of the elderly.
because
be fair
service
needs
been
which
A national
too infirm
schemes,
of the
greater
programmes
at least
of pensioners
Locally
can't
not
because
expenditure
or at the cost
higher
everyone,
Wh
other
from
The
Company hit
whether for
finances
Authority
dock
of
and Mersey
have
by all
been
these
facto
'as givi,r iJoth
financial
help
to enable
thei
- 31 to make and
essential
to continue
the story
is much
in better
financial
iven
u
rivatisin Airways.
its idea British
The of
British
reason
date
However, since
which
and
demand
there
of route
industrial
result,
British
in 1981,
profits.
been
has
taken King probl2ms
suffered
low productivity numbers
have
been
an extensive
reductions
faces
The aim
and asset
have
disruption.
Airways
and
fundamental
measures
minimal
downturn
Airways' has
but
The main
in 1980
Airways
nas been
future.
in
of Sir John
Staff
disposals.These
financial
the
particularly
cut
programme
given.
was
to remedy
overmanning.
ports
as possible,
was never
and
of
owns
as soon
British
in the past,
which
confidence
opportunity
1981
a
holding
to privatise
the appointment
in early
The sale
profitable
out British
the
them
been
passenger
wiped
and
industry.
for the delay
airline which
always
invested
offering
Ports
public
Airways
a-precise
from
most
of the
aim has
British
have
and cheaper
future.
increasing
the health
has
ports
of the Government's
19 of Britain's
The Government
Many
services,
in Associated
shows
better.
technology
51 per cent
Elsewhere,
Southampton,
efficient
healthy
reductions
operating.
eg. Felixstowe,
more
manning
involved As a
a br::.ghter
is to achieve
- 32 privatisation the next
Deregulation services
will
withdrawal services areas
mean
from
the
remote
as the
Islands.
General
Several
of air
such
Scottish
of air
as soon
air
and
essential
social
they local
Islands
subsidised
and
Channel
Islands
preservation
not
and very
is a consideration
The CAA
other
into
major
and
operates
(Benbecula,
Inverness,
Sumburgh,
their
are about air
the links
has
to
in any
never
been
total
7 aerodromes
and
Islands
Islay,
and Wick).
for Sumburgh,
Scottish they
Tiree
the aerodrome
operations
in the
UK points.
account
Highlands
have
of
in the
which
the Scottish
Except
and
of deregulation.
owns
operates
only
scheduled
This
and
discussion
central
sensitive
London
they
to run
elsewhere,
of their
fully
since
but also
with
be taken
by
as
The inhabitants
Islands
understandably
and
economic both
communities,
Highlands
Scottish
are regarded
services
government.
remote
in the
of themselves
are
after
Election.
services
Highlands
are not
as possible
It also
at Stornoway. these
aerodromes
in a position
operating there
costs
to cover and the CAA's
are subsidised
Development
are an essential
the Highlands
and
the SDD grant
amounted
Kirkwall,
Department social
Islands°
by the because
service
in
In
to £3.6
million.
- 33 The Government consider
how
transferred
has
asked
the aerodromes to the private
in the expectation be run more better
local
that
communities
account
that
efficiently
service.
an assurance
the CAA might
will
in any move
be
sector
they
could
then
and give
The Government the
to
interests be taken
has given of into
to privatisation.
KM/CR 23.4.83
LIAISON COMMITTEE PUBLIC TBANSPORTIN SCOTLAND UTTRODUCTION Public transportis an importantand sensitiveissue in Scotlandbecause of the country'sgeneral remoteness,and particularlybecause of distanceand general difficultiesof communicationwithin Scotland. The ConservativeParty in Scotland is most dependentfor its support on rural areas, where the supnly of public transportserviceshas deterioratedin recent years, and is Perceivedto be under continuingthreat. In recognitionof this the Party undertookcommitments in its 1979 ScottishManifesto to increase subsidiesfor shipping services,and to press on with the Scottishtrunk road programme,particularlythe duallingof the A94 north to Aberdeen. These Manifesto commitmentsare being honoured in spirit, if not to the letter, and the Governmentthereforehas a Imod story to tell. However there remains significanttransportproblems,actnpl or in prospect, and these will continue to require careful handlingand presentation. SHIPPINGSERVICESTO THE ISLANDS The
1979commitmentwas
to increase the level of shippingsubsidiesso that they
would come nearer to road eouivalenttariffs. Wd have trebled the_ , in 1978-7 when we revenue subsidiesfor shippingservices (from £4.3m took office, to
£12.14min the current financialyear). The scope of
shippingsubsidieshas also been extendedand we now subsidisenot only the CaledonianMaarayne servicesto the Western Isles, but also fares and charges on the P & 0 servicesto Orkney and Shetland,and the charges of certain bulk freight carriers. CaledonianMaarayne's charges have not now been increased since 1981, and this representsa substantialreductionin real terms for the islanders. The honouringof this commitment,against the backgroundof all the other economicdifficultieswe have faced, is generallyunderstoodand anpreciated by the islanders. In addition,we have announcedour commitmentin principle to a nro7ramme of major vessel replacementfor the Western Isles, and the first major vessel in the programm for the service to Arran - is now under construction,at a cost of over £7m, What the Governmenthas not done is to chan.zethe structureof the subsidy systegl in order to take on board the full technicalitiesof a road equivalenttariff system This is because substantialpractical difficultieshave been encounteredwith sw_711
1.
a system. Our failure in this respect is occasionallycriticised,but can be answeredrobustlyby referenceto our record of subsidy increases. The Governmentis now consideringwhat action to take followingthe recent completion of a report on CaledonianMacBrayneby the Monopoliesand Mergers Commission. This producednumerousproposalsfor the more efficientand cost effectiveoperationof that Company,and the implementationof these will be to the great benefit of ferry
users. There is no need to be defensiveabout the MonopoliesCommissioninvestigatior with CaledonianMadBrayneas with any nationalisedindustry,inefficientoperationca. only mean Poor service to the customer,as well as greater cost to the taxpayer. ROADS Good progress is being made on the Scottishtrunk road programme. Projected capital expenditureIn the present financialyear is £97m. . Major achievementssince most of the new A9 between CromartyFirth, 1979have been the completionof / Perth and the/and good progress is being made . on the duallingof the A94 to Aberdeen. Another main priority has been the A75 from Gretna to Stranraer,and considerablefurther progress is beirg made with this. A furthermajor programmeof trunk road schemeis now in preparationand includesa high proportionof bypass schemes to relieve communitiesat present situatedon busy roads. The continuatimaof the Scottishtrunk road programme at a high level will be of major importance for the developmentof commerce and industryin Scotland,hampered as it is by its relativeremotenessfrom markets and sourcesof supply. sgavIcEs AIBPORTSAND AJOIR The Government'sdecisionto allow British Midland Airways to operate on the LondonGlasgow and London-Edinburghroutes has increasedcompetitionand the quality of serviceon these routes, to the great benefit of consumers. There have been further recent improvementsin air servicesbetween Aberdeen and London; and the recent route will produce a substitutionof Dan Air for BA on the Inverness-London significantlybetter service there. Followinga recent recort by the Select Committeeon ScottishAffairs, the Governmenthas confirmedits policy for the managementof the central Scottish airportsowned by the British AirtortsAuthority. At the same time the BAA and the ScottishTourist Board have joined in a major promotionalexercise for Prestw.: airoort,which has sufferedbadly from the contractionof transatlanticservices during the recession. Central Scotlandwill thereforecontinueto enjoy a level
2.
of airport Provisionunparalleledelsewherein the country. The provisionof air servicesin the Highlandsand Islands gives cause for concern. The Governmentdoes not in ganeral subsidiseair services (thoughit reserves the right and has the power to do so in certain restrictedcircumstanceswhere such servicescross regionalboundaries,connect islands with the mainland,are essential to the life of the communityserved and would not otherwisebe provided). The Governmentdoes howeverprovide substantialsubsidy (of approximately24m a year) towards the upkeep of the eight Highlandsand Islands airports,owned by the Civil AviationAuthority. The Governmentis not persuaded that the CAA is best placed to run these airports in the most efficientand cost effectiveway, and is therefore currentlyinvestigatingthe possibilityof privatisingthem. This intentionis publiclyknown, and is not unpopular,given widespreadlocal dissatisfaction with the CAA's stewardship. It remains to be seen whether privatisationwill be Possible. If not, other alternatives- includingpossiblymunicipalisation- will need to be considered. It is importantto present the currentprivatisationinitiativeas arisingnot from politicaldogma, but from a recognitionof the widespreadconcern at the need to provide cheaper airport services,more flexibleand responsiveto local needs. BUS SERVICES The main providersof stage-carriage (ie local stoppin) bus servicesare the subsidiarycompaniesof the ScottishBus Group, a nationalisedindustry. 5BG has now transferredcompletelyto one-man operationand has recentlyundertaken major reviews of its network, to produce the most efficientand market-oriented pattern of services. Some of its more uneconomicrural servicesare subsidised by local authorities,but their subsidy remainsmuch less significantthan the cross-subsidyto such servicesprovided from within the ScottishBus Group itself. There has been local criticismin Scotland,echoed by the Select Committeeon ScottishAffairs last year, of the Governmentrequirementon the ScottishBus Group to make a positive financialreturn, hence generatingthe local zovernment subsidyrequirement. The Governmenthas said in response to the Select Committee that in fixing a new medium-termtarget for the Group, for the Period from 1 January 1984, it will take full account of social as well as economicconsideration
But the fixing of an approoriatefinancialtarget is a necessarydisciplineto ens-ure the continuedefficientand cost effectiveoperationof the Group's services.
3.
The liberalisationof access to the bus market introducedby the TransportAct 1980 has had considerablebeneficialeffects in Scotlandthrough the encouragementof new generallyprivate sector, expressbus servicesalong main travel corridors- for examplebetween Aberdeen,Invernessand central Scotland,and from Glasgow and Edinburghto London. These highly efficientand-low cost serviceshave proved a particularadvantageto the less well off - for example,Pensionersand young people. Liberalisationof access has not, however, generatedany Private sector interestin low density rural areas, which are neverthelesshighly dependenton the continuanceof basic bus services. These serviceswill remain dependenton subsidyor cross-subsidy,and any proposalto privatise the nationalisedbus sector in Scotlandwill be very difficultto defend to traditionalConservativesupporters. RAILWAYS The SerpellReport on railway financeshas produced considerableconcernin Scotland where the existingrail network,much reduced by the Beeching cuts 20 years agn, is widely regarded as being at a minimum. The remainingHighland railway lines, though probably inevitablyloss-making,are major transportarteriesconnectingremote communitiesover very long distances. It is thereforeimportantto reassure Scottishqpinion that the Governmentdoes not "have it in" for British Rail, and fully understandsthe problems of remote communities,but is nevertheless concernedto ensure value for money and as efficienta nubile transportsystem as possible. The Government'swillingnessto support the railwayswhere that is justifiedis amply evidencedby the substantialcapital grant (up to Z15m) which the Governmentis giving to StrathclydeRegional Council for the electrification of the Ayr railway line and for the refurbishmentof electrifiedrolling stock on the Glasgow suburbannetwork. CONCLUSIONS The Government's5lbligtransportpolicies, as they affect Scotland,can be presentedvery-positively.The massively increasedsupport for shippingservices representsa new level of commitmentto the island communities,and has led to the substantialreduction,in real terms, of travel costs for islanders. The surface transportinfrastructurecontinuesto be developed,principallythroup.h the trunk road programme. The Governmentis concernedto maintain a basic nctwork of air servicesin the Hiznlandsand Islands. It pays substantialsubsidy for the local airoortsin these areas, and is seekingmore efficientand cost effectiveways of providingairport services. The Governmentis consciousof the dependenceof many rural communitieson their bus servicesand is committedto facilitatingthe maintenanceof essentialbus services. Their approachto prnblens cf Scottish
railways
is
not
dogmatic:
the
of State for Scotlandis providing
Secretary
Scotland, in west central substantialfinancialassistancefor new railway projects and the Governmentis fully sensitiveto the importanceof the Highland rail ne.irk in particular.
-r
5.