Greater Manchester's Museum of Transport

Summary of Events: 1969 to 1973

South East Lancashire and North East Cheshire Passenger Transport Authority & Executive

Please select a year:

1969 | 1970 | 1971 | 1972 | 1973

1969

The South East Lancashire and North East Cheshire Passenger Transport Authority (PTA) was established on 1st April. The SELNEC Passenger Transport Executive (PTE) was established on 1st September and the eleven former bus undertakings came under control of the Executive on 1st November 1969.

The had responsibility for strategic transportation policy, social policy and for holding the Executive to account for the exercise of its functions. The PTE was charged with the management of operations and with submitting planning and policy recommendations to the Authority. Together, the Authority and Executive were charged with overall planning of public transport and producing a properly integrated and efficient system to meet the needs of the area.

There was a wage/cost explosion, accentuated in the bus industry because wage and salary cost made up a high proportion of total expenditure.

Upon transfer of the undertakings to the Executive, a re-organisation into three divisions took place. In this way it was possible to avoid materially the problems of a centralised organisation whilst obtaining the economies possible under an integrated structure.

1970

More stringent regulations were introduced for driving hours early in 1970. The revised duty schedules necessary to meet these regulations had the effect of worsening the already chronic staff shortages in many undertakings.

A marketing concept was introduced with the object of influencing traditional attitudes to be more consumer orientated and developing marketing approaches.

Work was carried out in 1970 with the Royal Aircraft Establishment to develop a system for computerisation of duty schedules and duty rostering.

The first prototype standard SELNEC double deck bus was displayed at the Commercial Motor Show in September, where it was well received.

By December 1970, 27% of total mileage was one-man operated.

In Manchester, a central Manchester underground based around a central area tunnel was planned, linked with the upgrading of the Altrincham line.

1971

Preparatory work for the Manchester Central Area Railway Tunnel progressed rapidly. This tunnel was proposed to link the rail services to the north and south of Manchester. The enabling Bill was launched in Parliament in November 1971. Construction work was envisaged for 1973, with the tunnel becoming operational in 1977.

Negotiations were opened with the National Bus Company for the acquisition of stage carriage services and assets within the SELNEC Area operated by the North Western Road Car Company.

Negotiations were concluded with Lancashire United Transport Limited on an Agreement for the participation of that company in transport operations of the area. The Agreement gave the Authority policy control over fares and level of service in the SELNEC Area.

Work proceeded in the review of local passenger train services. Design work was undertaken for the interchanges, station improvements and feeder bus systems for the Alrincham line, which was the most used in the area.

During 1971, the reliability of ordinary bus services was enhanced through improvements in staffing levels, maintenance systems, supervision and control.

A detailed examination of large scale bus priority measures was undertaken. Investigations were made into the use of radio to improve communications with inspectors and the control of operations.

By the end of 1971, One Man Operation accounted for 47% of service mileage.

During the year, experiments were carried out with various types of ticketing equipment.

Work continued on the refinement of the crew scheduling computer program and by the end of the year, a second version had been written.

Parrs Wood garage was closed.

The bus divisions were constituted as unlimited companies in 1971 so that the management could act within a well defined structure, with clear objectives.

During 1971, a uniform system of half-fare travel concessions was introduced for the elderly, but travel was restricted to off-peak hours.

1972

The acquisition of stage carriage services and assets within the SELNEC Area operated by the North Western Road Car Company was completed on 3rd March 1972. The company formed to carry out these operations was re-named SELNEC Cheshire Bus Company Limited as was a wholly-owned subsidiary of the Executive.

Negotiations proceeded with Ribble Motor Services (a National Bus Company subsidiary) to co-ordinate its operations in the SELNEC Area.

During the year, the whole of the issued share capital of Lancashire United Transport Limited was acquired by Lanaten Limited. The Executive guaranteed the funds required to purchase the shares. An option in a revised Agreement with the Executive of the company's operations was for the Executive to acquire the shares of Lancashire United Transport on or after 1st January 1976 at the same cost incurred by Lanaten.

The 'Public Transport Plan for the Future' was approved by the Authority on 29th November 1972. This set out major proposals for the continuing development of the public transportation network and for new rail and bus transit facilities.

Parliamentary powers were obtained in August 1972 for the building of the Piccadilly/Victoria Tunnel.

General reliability of bus services continued to improve and loss of mileage was generally at a minimal level. The inspectorate staff way strengthened with a view to better control, and the computerisation of standard report data from inspectors was implemented.

As from 1st January 1972, concessionary passes for the elderly were available for use at all times, seven days a week. Further developments of the concessionary travel scheme too place. With the increase in the school leaving age, the facility to travel half-fare without a pass was available to children aged up to 16.

Radio links were established with inspectors in order to facilitate control of buses. A decision was made to equip all new buses with wiring suitable for radio equipment. An intensive experiment was conducted to determine the best method of radio communication with buses to improve efficiency of operations.

The development engineers, together with the manufacturers and body builders had worked for some time towards a standard SELNEC specification for buses. During the year, two hundred buses were delivered to this standard specification. The development team was involved in work on an electrically powered bus.

A research programme was initiated to evaluate the effects on revenue and passenger volumes of variations in factors including route design, frequencies and fare levels. Tests were started on different methods of the pre-sale of journeys, in order to offer a more attractive service and to reduce boarding times.

On 11th December 1972 an agreement was signed with British Railways, allowing the Executive, on behalf of the Authority, to determine the frequencies, fares and standards of local passenger rail services within the area. The cost of provision of such services (so far as it is not met by fares) would become the financial responsibility of the Executive.

57% of the fleet was suitable for one-man operation.

1973

Discussions were held with representatives of existing and prospective local authorities which would be outside the Greater Manchester Metropolitan County with a view to enable those authorities to make arrangements for concessionary travel and travel generally after local government reorganisation took effect on 1st April 1974.

Negotiations were well advanced in connection with the interchange of service entitlements and the development of cross-boundary agreements between the Executive, subsidiaries of the National Bus Company and Lancashire United Transport Limited.

An experimental bus lane scheme on Oxford Road in Manchester was implemented over a three-quarter mile section early in 1973.

In August 1973, the Minister for Public Transport Industries indicated that the infrastructure grant for the Piccadilly/Victoria tunnel would not be approved before 1975/6 at the earliest because of the required reduction in public spending.

Concessionary travel was extended to rail travel for elderly persons and school children. The rail concession was restricted to half fare and did not include the flat fare scheme introduced in 1974.

Development of the SELNEC standard double deck bus progressed during the year with several improvements based on operating experience. Developments were progressing with the design of electronic automatic transmission.

1973 saw the introduction of the "hush bus", which had a noise level significantly lower than that of existing production models.

The cost of diesel fuel escalated due to the oil crisis.

The development (jointly by Chloride Technical Limited and the Executive) of a prototype battery bus was brought to an advanced stage.

The activities of SELNEC Cheshire Bus Company Limited were merged with those of Southern and Central Divisions. As a result, Oldham (Clegg Street), Urmston and part of Stockport (Charles Street) garages were closed for stage carriage operations.

Increased operating problems were experienced during the year, as a result of worsening staff shortages, late delivery of new vehicles and a shortage of engineering spares.

The film "A Day in the Life of SELNEC" which described the work of the Executive, was shown during the year to audiences throughout Britain and also in North America and Europe.