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B.T.C. Warn of Danger in Allowing Exchange of B for A Licences

31st October 1958
Page 29
Page 29, 31st October 1958 — B.T.C. Warn of Danger in Allowing Exchange of B for A Licences
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Which of the following most accurately describes the problem?

THE danger in allowing hauliers to transfer B-licence vehicles to A liceicce A on the ground of interchangeability was put forward last week to Mr. J. H. A. Randolph, Yorkshire Deputy Licensing Authority. For the British Transport Commission, Mr. T. B. Atkinson warned that such a grant to Frank Phillips (Haulage), Ltd., Sheffield, might lead to a flood of similar applications. It would, in fact, destroy the distinction between the two types of licence.

Four private hauliers joined the B.T.C. in opposing Phillips' application for five B-licence vehicles to be put on to their A licence.

Mr. A. Goss, for Phillips, said both their own business and that of their customers had increased since they were granted an additional A-licence vehicle last December. They had two alternatives —to seek additional tonnage, or to use the existing fleet to better advantage.

Three of their A-licence vehicles normally worked beyond a radius of 25 miles, whilst the remainder kept within that distance. Their B-licence vehicles were limited to carrying a number of commodities over varying radii of 5, 7, 10 and 35 miles. They were fully occupied, but if made interchangeable with the local A-licence vehicles it would lead to greater efficiency and bring the £54 a ton average monthly earnings of the B-licence vehicles up to that of the short-distance A licences, which was £59 16s. a ton.

Reduced Radius Offered

The normal userwas: "Mainly rubbish, coal, cke, iron, steel, building plant and materials, scrap metal and machinery, within 25. miles; refrigerators as required for Refrigerator Contracts, Ltd." This included only commodities already authorized on B licence, and they were now prepared to reduce the radius to 16 miles.

Mr. Goss claimed that, having regard to normal user and the Licensing Authority's powers of revocation, this was a better protection for the objectors than "general goods, 16 miles" under B licence.

Mr. Randolph commented that they had now reached the extraordinary position that it was suggested that a B licence could be granted in more general terms than an A licence.

Questions of Principle

Mr. Atkinson replied that important questions of principle were involved and the history of the B licences should be taken into consideraton. Three out of• the five vehicles were originally granted to owners of coal businesses, and if established hauliers could buy up such businesses and later transfer the vehicles to A licence the result could be disastrous.

Of the five vehicles involved, four could at present carry coal and coke only up to 10 miles; four iron and steel from seven to 10 miles, and one up to 35 miles. In addition to the obvious great advantages, it should not be forgotten that 10 to 20 per cent. of the A-licence work could be done outside the normal user if .there were a grant.

Mr. J. Parnall appeared for the private objectors—H. Waters and Sons, Ltd.; Jos. Smith (Sheffield), Ltd.; R. Earl and Sons (Transport), Ltd.; and H. Atkinson and Sons, Ltd. He submitted that evidence by three customers as to increased business. when Phillips had 250 customers, did not present a true picture.

Phillips' figures showed a slight decrease over the past six months, and it was well known there was a trade recession in Sheffield and the unemployment figures were the highest in the country. A precedent was being sought which would require the fullest information being available, and he wanted an adjournment to enable the objectors to produce detailed figures.

" Case Must Go On" Mr. Goss' protested that the objectors had had ample time to prepare their case; and Mr. Randolph ruled that the inquiry should proceed.

Mr. H. Atkinson, managing director of H. Atkinson and Sons, said they had 16 Aand three B-licence vehicles. Work in iron and steel, coal and scrap, had decreased steadily in the past six months and he had an average of two vehicles idle -daily. He formerly employed 21 drivers averaging 66 hours a week-, but now there were 19 men, averaging 50 hours.

Replying to Mr. Goss, he said he was quite happy with the situation as maintenance work could be done. He would hire vehicles to Phillipsif requested.

Reserving decision, Mr. Randolph said that in considering the issue the test he would apply was whether there was any public need.

FEWER BUSES AND OPERATORS IN MOST AREAS

FIGURES issued in "Summary of I Annual Reports of the Traffic Commissioners, 1957-58" (Stationery Office, 3s. 6d.) show. that at March 31 this year there Were 4,573 passenger operators in all areas with 66,205 vehicles, compared with 4,710 operators with 66,419 vehicles a year earlier.

These figures are exclusive of the fleet of the London Transport . Executive, which dropped from 7,758 to 7,617 public service vehicles in the 12 months ended March 31 this year. .

Drops in numbers of vehicles were not, however, consistent throughout the country, slight increases being noted for Yorkshire, the 'North Western Area, South Wales and Scotland, whilst in the South Eastern Area there was no change.


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