I was at a meeting last week discussing prices for public transport. One of the government representatives there noted that we needed to be careful about providing concessions on ticket prices because if discounts were too widely available that would limit their revenue and ability to provide services.

At one level this was reasonable response from a departmental officer responsible for service delivery within budget parameters over which they had no control. But at another level, it struck me that it was a statement of a particular political economy and a service delivery model within that political economy. My first thought was that we don’t talk about roads like that: “oh, we can’t reduce motor vehicle registration because we won’t be able to build or maintain roads”.

Of course, vehicle registration fees don’t really pay for roads – no matter how many times motorists yell this at me as they scream past me on my bicycle. Large roads are least partly federally funded (and thus largely funded by income taxes), and most small roads are the work of local councils paid for by rates on property. Even the state government money from vehicle registration does not go directly to roads, it goes into general revenue and is not hypothecated (specifically allocated) to road building and maintenance.

Then again, train and bus tickets do not cover the cost of public transport either. Those services “run at a loss” and are subsidised by taxpayers – although again, (perhaps with the exception of some privately-built expressways) we never talk about roads running at a loss or being “subsidised” by the taxpayer. Yet in theory, we could set vehicle registration to pay the costs of roads. The fact that we don’t do that means that roads and public transport are quite similar in that they are a mix of user-pays charges and tax-payer funded public goods.

The reality is that for both public and private transport, and indeed the provision of any good or service, there are a range of possibilities for how it is provided and paid for. In a sense there is a spectrum with total user pays at one end:  the private market is the most obvious example, but public ownership at this end is also possible (think SA Water which returns a dividend to government). At the other end of the spectrum is the total taxpayer-funded provision of services provided basically for free (think public hospitals or schools). And in between there are all manner of shared-cost options from gap payments and below-cost service charges, to direct grants and subsidies to third-party providers.

Where on this spectrum any particular good or service fits is a political-economic choice. We could provide free public transport to everyone as we provide free roads, or even, as I suggested in a previous post, provide electricity in the way we provide public education. Alternatively, we could construct artificial markets to enable user-pays models for the provision of public services – as we actually have done for electricity. There are reasons why such choices might be made in terms of the characteristics of the good or service (e.g. the relative difficulty/cost of capturing payment and excluding non-payers [very difficult on roads, but easier on public transport], or where monopoly provision is preferable to having multiple competing networks [electricity, water]). However, it is not just a technical issue – because we choose to have free public hospitals and schools as well as private user-pays institutions providing the same or similar services.

There is a significant ideological element in the choice of where on the spectrum we locate a particular service provision. It was social democracy that built the public electricity system, and it was neoliberalism that justified its privatisation. And to return to our original example, it is a neoliberal application of business language to public services that sees public transport as “running at a loss” or its provision being governed by the prices charged (rather than the amount of government funding).

The point here is not how public transport should be funded, but rather that not seeing the bigger picture constrains the policy options available. Rather than a suite of possibilities on the spectrum of public and consumer funding, we see prices for public services being set by a business logic which is arguably foreign, and at least only partially relevant to the provision of those services.

And suddenly, we can’t afford to offer concession tickets on half-empty public transport!