AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

Minister Favours Camp Services :

23rd January 1953
Page 25
Page 25, 23rd January 1953 — Minister Favours Camp Services :
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

Big Disparity in Fares JWO appeals lodged by the Railway Executive against grants of licences by the Western Licensing Authority to operators from Service stations in Cornwall have been dismissed with costs by the Minister of Transport. Mr. R. L. H. Hiscott, who heard both appeals, recommending their dismissal, has in each case found the direct road service more suitable and desirable in the public interest.

In one case the respondent, H. G. that the fare disparity was the greatest Kinsman and Son, Ltd., Russell Garage, he had ever known-23s. lid, on the Bodmin, had been granted licences for London service and 22s. 4d. on the ;ervices from St. Merryn (Royal Naval Birmingham run. Two-thirds of the kir Station) to Portsmouth, London, men at the camp were National Service

Birmingham and Plymouth. men earning 7s. a day.

" Flimsy " Evidence

Mr. J. G. Dixon, for the railways, declared that the licences had been granted on flimsy evidence. He showed that the available rail services from Padstow were quicker than the direct road services, and allowed more time at home. The fare disparity ranged from 14s. to 16s. In the case of the Plymouth service, the rail fare (minus the connecting road-service fare) was less. He said the difference between the fares was insufficient to support the grant made.

For the respondent, Mr. H. G. Kinsman said that application for licences had been made on legal advice, and the presentation of the case had been left to the naval authorities. It was untrue to say that the road journey took over 12 hours, as there were two stops for meals on the London and Birmingham runs. The return by rail in some cases brought the men back four hours too soon, and the Plymouth train quoted brought the men back at camp an hour after morning parade.

Mr. Hiscott, finding for the respondent, said the coach service was more suitable and the grants were in the public interest, because the six-mile link between the railhead and the camp was avoided.

Services for R.A.F.

Mr. H. R. O'Dell, of Mawgan Porth, Newquay, was the respondent in the other appeal, in which the railways objected to the grant of licences for services between St. Eval (Royal Air Force station), London and Birmingham. Mr. Dixon, for the railways, said that the respondent was a private-hire operator, and had said he would run only if he had at least 14 passengers, whereas under licence he was bound to run. The camp authorities had made a concession to the men so that they could leave in time to catch a train for Birmingham at 12.50 p.m. and one for London at 1.50 p.m. Normal finishing time on Friday, when leave commenced, was 5 p.m., and the men were due back at 8.30 a.m. on Monday.

The authorities provided a vehicle to pick up men returning, off leave, and Western National Omnibus Co., Ltd., held a licence for a service from Newquay to the camp, as required by the authorities.

Mr. T. D. Corpe, for Mr. O'Dell, said The only way in which the railways could claim that the rail service was suitable involved an early departure from carnp. The road-rail service compared with the road service only if the camp gave the men the concession of leaving early. The loss of man-hours entailed was not in the public interest, said Mr. Corpe.

The difference in fares was without doubt the most important factor in the case, said Mr. Hiscott, recommending the dismissal of the appeal. The timings of the road services were more suitable, and the avoidance of changes of train was important.

SOUTHEND TO REPLACE TROLLEYBUSFS

TROLLEYBUSES in Southend are to be replaced by motorbuses within the next two years. The town council has agreed to make an interim application to the Minister of Transport to borrow £50,000 to buy the new vehicles, and the general manager of the transport department is to investigate the possibility of exchanging nine trolleybuses for motorbuses.

The change-over is to achieve uniformity throughout the system, and permit greater economy and mobility. The capital cost of the trolleybus section was given as £106,526 at March 31, 1952. It is hoped to realize £16,000 on the sale of the vehicles and equipment.


comments powered by Disqus