"Monopoly" Charge Against B.T.C.
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Appeals Against Scotland — London Services of Northern Roadways
IT is quite apparent that the undisguised intention of the British A Transport Commission is to get complete control of the passenger road services, so as to be able to manipulate these in the interest of the public, as they see it, but irrespective of public representations and the safeguards provided by the [Road Traffic] Act."
This charge was made by Mr. John Cameron, K.C., for Northern Roadways, Ltd., at the hearing of an appeal by the Railway Executive, Scottish Omnibuses, Ltd., and the Western S.M.T. Co., Ltd., and others against the grant of a licence to Northern Roadways', Ltd., for services between Glasgow and Edinburgh and London. The hearing took place last week, in Edinburgh, before Mr. I. W. Nelson.
For the State concerns, Mr. R. P.
• Morisons K.C., said that on March 19 the Scot ti sh Licensing Authority announced his decision to grant Northern Roadways, Ltd., a licence to operate several vehicles daily with duplicates at certain periods. On April 24, the Metropolitan Licensing Authority granted backings for only one vehicle per day, with one duplicate at certain periods. This severe restriction by the Metropolitan 'Licensing Authority • was a remarkable feature of the case, said Mr. Morison. There was no appeal against it by Northern Roadways, Ltd., and Mr. Morison claimed that if additional road services were required, these should be provided by existing operators. The Western S.M.T. Co., Ltd., and Scottish Omnibuses, Ltd., had run services to London for 20 years, operating one night express service every 24 hours and an additional daytime express service in the summer. Northern Roadways, Ltd., had never held a licence for any long-distance service until it was authorized to run the Scotland-London services and was a newcomer.
No Novelty
-1 he case presented by Northern Roadways, Ltd., said Mr. Morison, was f that during the summer months more people wanted to travel by coach than could obtain seats and, therefore, it should be allowed to cater for the demand. This was not a novel situation. There was a restriction on duplications imposed on his clients' services by two Ministerial Orders, the latest being in 1934.
Counsel referred to the fare charged by Northern Roadways, Ltd., which was 10s. higher than on the existing operators' services. "There is some indication in the evidence that the excess of fares charged by Northern Roadways has compensatory advantages for passengers," he said. "They are carried in what Northern Roadways referred to as luxury buses. . . . There is no indication in the evidence as to what the value attached to these amenities is [refreshments served en route and the provision of a hostess], and in my submission they amount to nothing more than window-dressing."
For the Railway Executive, Mr. N. R. Fox-Andrews, K.C., contended that from the whole of the evidence it was plain that the railways could carry any reasonable amount of traffic.
Mr. Cameron questioned whether a monopoly was in effect to be granted to the B.T.C. If the aim of the appeal were to obtain an effectual monopoly, this was an irrelevant and improper consideration. One can see that if the appeal were to succeed, it would spell the end of any practical attempt by an independent operator to challenge the vast and nation-wide monopoly that would be created on this type of service," he declared.
Unlimited Duplication In connection with a request for unlimited duplications, Mr. Cameron said that •the State-owned companies would never have suggested this increase in facilities had it not been for the application by Northern Roadways, Ltd. The B.T.C. companies were determined to maintain their monopoly and not to increase the number of coaches.
The Railway Executive's case, he continued, failed even on the ground of adequacy. If a man cannot afford to go by train, quite obviously the service, although it may be adequate, is not suitable for him," he said.
If there were a portion of the public which was not able to afford rail fares, there could be no question of abstraction of railway traffics. Neither could it be said, Mr. Cameron continued, that one coach per day run by Northern Roadways, Ltd., would make any substantial difference to the receipts of the RE. or any of the B.T.C. companies.
In reply, Mr. Morison said thWt Mr. Cameron's remarks about uncontrolled monopolies were nonsense. The situation was the same now as in the past.
Mr. Fox-Andrews said that if the Railway Executive had been seeking a monopoly, it could have achieved it by flooding the roads with vehicles and driving private operators off.
During Mr. Munson's submission, the chairman indicated that he would treat all the parties concerned as private-enterprise concerns.
An appeal was also heard against the granting of a licence to Northern Roadways, Ltd., to operate a service between Glasgow and Scarborough. Northern Roadways, Ltd., lodged a counter-appeal against the Yorkshire Licensing Authority's proviso in the backing which he granted for this service, preventing passengers from starting from Scarborough.
Integration Easier than Disintegration
'INTEGRATION would probably be "easier than disintegration, as a -number of steps towards integration had already been taken. This view was expressed
by Mr. G. H. Huskisson, an officer of the Railway Executive, at a discussion on the integration of transport held by the London centre of the Institute of Traffic Administration, last week.
He stated that as far as passenger traffic was concerned, the eventual picture would probably be that up to 75 miles road facilities would be used, from 75-200 miles, rail, and over 200 miles, air.
Mr. E. J. Frogley said that the retention of the C-hiring margin was essential in any integrated system. He thought that present regulations were adequate, but that trouble was caused through their abuse. • Questions raised in the discussion concerned mileage limitations, delays in trunking services and the inclusion of
public-utility undertakings in.a scheme of complete transport integration, in
which connection it was suggested that the Road Haulage. Executive might become responsible for the provision and maintenance of, vehicles.
Research into the use of pallets was regarded as urgent.