Should public transport be free?
In 2020, Luxembourg became the first country to make buses, trams and trains free to use throughout the country, and a number of cities, from Tallinn in Estonia to Dunkirk in France, had already abolished fares for at least some passengers. The idea has an obvious appeal. Free travel promises cleaner air, emptier roads and help for households struggling with the cost of living, all through a single, easily understood policy. Unsurprisingly, campaigners in many other cities are now urging their local governments to follow.
Supporters of free fares make a case that deserves to be taken seriously. Fares, they point out, cover only part of the cost of running most public transport systems, and collecting them is itself expensive: ticket machines, gates and inspectors all cost money. Remove fares, they argue, and passengers will flood in, drivers will leave their cars at home and the city as a whole will benefit. Some go further still, presenting free travel as a basic public service, like a street or a public library, rather than something that should be bought by the journey.
The difficulty is that the evidence on the last of these points is disappointing. Evaluations of fare-free schemes have repeatedly found that passenger numbers do rise, sometimes sharply, but that many of the new passengers are people who previously walked or cycled rather than people who previously drove. For a policy justified largely on environmental grounds, this is a serious weakness: replacing a short walk with a bus ride does nothing for air quality and little for public health. Drivers, it appears, are influenced far more by journey times, reliability and the cost of parking than by the price of a ticket. In some cities that have abolished fares, the buses are fuller but the roads are almost as busy as before.
It is true that free fares help people on low incomes, for whom even a modest fare can be a real burden, and this is perhaps the strongest argument in their favour. But abolishing fares for everyone is an expensive way of achieving this aim, since much of the benefit goes to passengers who could easily afford to pay. Reduced or free travel for people on low incomes, for students and for older people would deliver most of the social benefit at a fraction of the cost. Many cities already offer discounts of this kind, and extending them is far simpler than abandoning fares altogether.
Moreover, the money lost from fares has to come from somewhere, and in practice it often comes from the budget that would otherwise pay for better services. A city that spends its transport budget replacing fare income cannot spend the same money on more frequent buses, new routes or faster trams, which are precisely the improvements that persuade drivers to switch. In this sense, free fares can work against the very goal they are meant to achieve.
This is not to say that fare-free travel never makes sense. In small towns, where fares cover only a small share of running costs and ticket collection is relatively expensive, abolishing them may cost little and simplify the service. For large cities, however, the priority should be a service good enough to compete with the car. Passengers, after all, rarely complain that the bus was too expensive to catch; far more often, they complain that it never came.