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Independents Merge to Servc id -Wales

4th September 1959
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Page 52, 4th September 1959 — Independents Merge to Servc id -Wales
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Which of the following most accurately describes the problem?

By C. Duncan Jewell

CENTRAL WALES, with a population of approximately six to a square mile, is an area in which there can be little profit for passenger road transport. Ironically enough, it is served by a private limited company, Mid-Wales Motorways, Ltd.. who have no profitable urban routes to subsidize unremunerative operation. but by means of striet economy and

skilful management they have been able to hold their own.

In 1936 the area around Newtown and Welshpool was served by nearly a dozen small coach and bus concerns and there was cut-throat competition on stage-carriage routes and in the excursion and private-hire fields. The more astute of these operators, among whom was Mr. J. E. Neale, the present chairman and general

manager, realized that they were cornmitting financial suicide and it was agreed to merge.

The company was registered in May, 1937, to acquire the services and vehicles of Cookson's Garages, Ltd., Newtown; Severn Motors (Newtown), Ltd.; W. H. Tudor. Welshpool; Davies, Bettws; L. B. Jones, Newtown; Rhiew Valley Services. New Mills; G. E. Jenkins. Llanidloes, and Trefor Jones, Llangurig.

The advantages of the merger soon became apparent. Not only did a combined fleet of 30 vehicles enable the new company to get concessions in insurance cover and the bulk purchase of fuel, stores and other necessities, but there were numerous other benefits.

Services to outlying rural areas were gradually expanded until, at the present time, they embrace the area extending from Oswestry and Shrewsbury in the east to as far west as Llanidloes. They serve practically the whole of Montgomeryshire and portions of the bordering county of Shropshire.

There is also an important express service, via Rhayader and Brecon, to Cardiff. Until its introduction in 1949 no public transport facility existed whereby the journey between MidWales and the main South Wales centres could be made in the same day.

Other local operators were gradually absorbed, including, the Wrock

line Wood-Shrewsbury service of U. Cooper, three buses, and that between Bwlch-y-ffridd Newtown owned by J. F. Price. The original included Bedford, Chevrolet, Dodge, a Dennis ;et Six, a Vulcan Duchess, a Willys and a ier.

replace those which it was found necessary :rap, nine used Daimler CF6 single-deckers purchased and give splendid service. Two vehicles, a Dennis and a Bedford, were purxl in 1939, and were followed in 1941 by a and Cub 20-seater.

iral roads in Montgomeryshire at time were poor; steep gradients o 1 in 6, coupled with sharp n, rough surfaces and potholes, d to operational difficulties. The ilers, with their roominess, gave y of space for, market-day :Is, and had adequate power for teep hills. On many of the hills loaded vehicles were up to 15 [tes in first gear.

:adquarters were established at town and, to co-ordinate the efliworking of services, there were iepots at Welshpool, Llanfair einion, New Mills and Worthen.

■ p), The original Newtown depot d Church Place, a back street with 'all alley entrance which caused / difficulties, was transferred in to the two-acre site formerly occupied by the Newtown Horse Repository. These premises can house 100 buses under cover.

Natural barriers place road transport in Central Wales in a difficult position. The Plynlimon and Cader Idris ranges slope down from the west to the Vale of Powis in the east and communications flow eastward to the main border rail centres, with connections to the rest of the country.

To the north, the Berwyns form a natural barrier to direct 'and convenient road communication with North Wales, whilst the Severn Valley itself is surrounded by steep hills. and its tributaries, the Game, Rhiew and Sylfaen, run through deep gorges. The high ranges in South Montgomeryshire and Radnor bar the way to South Wales; the Wye Valley route via Llangurig and Rhayader is the only reasonable outlet.

Saro Cardiff.

Despite these drawbacks, during the past 30 years this area has been gradually opened up. Many formerly isolated villages have now comparatively easy means for communication and freedom of movement by bus to all important points east and west, plus an outlet to South Wales.

The company also provide, within certain limits, for the carriage of domestic and agricultural necessities from the towns and railheads to remote points. Daily newspapers, medicines, veterinary 'requisites, provisions and many other items are normal loads.

In common with other operators there was curtailment of routes during the war, but throughout this period and up to the 1950s the financial posi tion remained satisfactory. During 1946 several market services in the Llanfair Caereinion area were acquired.

Soon after, a major development occurred in the purchase of Worthen and District Motor Services, which gave the company what has been sought for years—a through, although somewhat devious, service between Newtown. Welshpool and Shrewsbury. A direct service was eventually granted by the Traffic Commissioners in 1949, despite opposition from the railways.

Hopes Frustrated

Although it had been the intention to standardize on Bedfords immediately after the war, because of shortages it was necessary to purchase whatever was offered. It was not until 1950 that Mid-Wales Motorways were able to buy new vehicles on a fairly extensive scale, including 35-seaters and 41-seaters.

The service network has been developed to meet as fully as possible the area's peculiar needs. All districts have been linked with the various market towns and rail centres in the belt 15-20 miles deep running from east to west through Shrewsbury to beyond Llanidloes, embracing more than 550 sq. miles.

They include numerous daily and market stage services, workmens' services and extensive contracts with both the Montgomeryshire and Shropshire Education Authorities for the conveyance of more than 800 schoolchildren daily between outlying areas and the main schools.

Services are satisfactorily co-ordinated with those of other road passenger undertakings to the east along the border, such as Midland Red" and Crosville Motor Services, Ltd. In addition, Crosville operate services in the coastal area to the west, and oneman operators in outlying parts supplement the main system.

Enter Double-deckers

Double-deckers were introduced on the Newtown-Shrewsbury route in 1956. when two used Guy buses were purchased from Crosville. Three new Bedford 41-seaters were also purchased about this time and half the fleet of 47 vehicles is now powered by oil engines. This ratio is not likely to increase, as oilers are thought to be economic only on main-road operation, which includes excursions and private hire. More than a third of the company's revenue is from this source.

ri2n The fleet is predominantly Bedford, light vehicles being required because of the nature of the routes, many of which are over roads with poor foundations. They have been found excellent for the particular job and the new Slit had achieved more than 20 m.p.g. Twenty-eight buses have already been modified for one-man operation.

Since 1953 the financial position has steadily deteriorated. Burdened with a 200-per-cent. increase on pre-war costs (against which higher fares have yielded less than 60 per cent, greater revenue) there has been no alternative but to prune services.

Recent wage awards and fuel taxation account for the major part of the increase and the wage bill alone now equals half the gross revenue.

During this period 14 out of 35 . market services have been withdrawn and annual mileages on unremunerative routes reduced to effect a total saving of 200,000 miles a year. On stage services the operating costs are 23d_ per vehicle-mile, as against average receipts of 18d. In the same period the fleet has been reduced from

58 vehicles to 47. • All repair and overhaul work, except cylinder boring and crankshaft grinding, is carried out at the Newtown workshops. Because of the gruelling road conditions, overhauls take place every 50,000 miles.

The staff operate under a guaranteed 50-hour week and bus crews help on maintenance on slack days. The nature of the services, with peaks on market days, gives rise to great difficulty in keeping the operational staff fully employed. Mr. T. S. Griffiths, the company's secretary, calculates that a quarter of their time is unproductive.

[This is one of the many operational problems that the committee of inquiry into rural bus services, now being set up by the Minister of Transport, will have to take into consideration. Wales will have a representative on the committee.] Economy is now a vital consideration, and Mr. Neale thinks that normal depreciation of the fleet is an impossibility, as financially, the purchase of new buses is no longer practicable. Unless there is some change for the better by way of reduced taxation or rural subsidy, future bus replacements by the company will have to be by used vehicles.

The large increase of privately owned cars among the farming community is blamed for the sharp drop in traffic in the past seven years which the following table illustrates:—

it is a sad reflection that, but for fuel tax, Central Wales would still enjoy the full transport amenities built up over the years.


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