Environmental Engineering Reference
In-Depth Information
250
200
Disposable income
Rail fares
Bus and coach fares
Petrol/oil
All motoring
150
100
50
0
Figure 1.6
Changes in real income and transport costs by mode 1980-2006
As we have seen, train mileage has also increased over the last 25 years but in the
context of rising demand. Although average loadings per train have risen this is less
significant than the fact that the infrastructure on which the trains operate now carries
two-thirds more travel. Unlike buses the efficient utilisation of track as well as vehicles
forms a critical part of the economics of the rail industry.
The policies followed by train and bus operators (the former subject to Government
policy) have involved a steady increase in real fare levels (Figure 1.6). Although these
increases generate almost ritual outrage in the media they are in fact well below the
rate at which disposable incomes have increased, meaning that, in aggregate, travel
by either mode is becoming more affordable. However in terms of overall transport
repercussions it is much more significant that the overall cost of car ownership and use
has not increased at all over the last 25 years. The progressive decline in cost relative
to disposable incomes underlies the protracted growth in private car travel that we
have already noted.
In terms of 'modal choice', costs are normally on the basis 'out-of pocket' expenses
only, which for the private car only involves fuel (plus parking charges on some
journeys). Fuel costs have been subject to more fluctuation because of changes in the
market price of petrol or diesel and because of the effects of changes in Government
policy towards fuel duty (15.2). However the overall rate of increase has remained
below that of rail and bus fares so that in relative terms a shift away from public
transport has been encouraged.
Finally we should note that not all motorists experience costs in the manner
depicted above. Those with company cars will have the fixed costs paid for cars used
for private purposes and in some cases fuel costs too. About 5% of all household cars
are company owned. This minority is significant because, as we will see, they account
for a disproportionate share of overall car mileage.
1.5 Car ownership, licence-holding and car availability
As far as household car ownership is concerned the second half of the 20th century
marks a period of profound change. In the early 1950s only 1 in 7 households had
regular use of one or more cars. Today only 1 in 4 do not. (Note that strictly the term
 
 
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