R. B. MEHROTRA, J. ( 1 ) THE issue involved for consideration in both the above writ petitions requires tracing the chronological events which takes us to pre-constitution era. The petitioners or their predecessor-in-interest of both the above writ petitions are plying their vehicles on Etawah Mainpuri-via-Karhal route (hereinafter referred to as the `route in question) since 1948 on the basis of permanent stage carriage permits granted to them by the Regional Transport Authority, Agra from time to time being valid upto 1991. In all 35 persons are plying on the route in question on the basis of permanent stage carnage permits and three other persons are operating on the route in question on the basis of temporary stage carriage permits granted to them by the Regional Transport Authority, Agra (R. T. A. Agra) since 1972. ( 2 ) U. P. Government Roadways published a scheme dated 25-3-1954 under U. P. State Road Transport Act, 1950 in U. P. Gazette dated 3-4-1954 purporting to be for exclusive operation of the vehicles of erstwhile U. P. Government Roadways. The scheme was, however, not acted upon and the then U. P. Government Roadways did not obtain any permit in pursuance of the said scheme nor plied its vehicles even otherwise after the publication of the alleged scheme dated 25-3-1954. No steps were taken to cancel the permits of the existing operators on the basis of the said scheme dated 25-3-1954. ( 3 ) THE validity of the aforesaid scheme was challenged by one o f the existing operators, namely, Sri Faiyaz Ali before this Court. The challenge failed, however, aforesaid Faiyaz Ali challenged the same in the Supreme Court under Art. 32 of the Constitution of India. The writ petition was numbered as writ petition No. 288 of 1954. The Apex Court vide its order dated 23-10 54 allowed the writ petition filed by Sri Faiyaz Ali and held that U. P. State Road Transport Act, 1950 violates the fundamental rights of the petitioner above-named, guaranteed under Art. 19 (1) (g) of the Constitution and is not protected by clause 6 of the said Article and also held that the said Act violates the provisions of Art. 31 (2) of the Constitution of India and restrained the respondents from enforcing the provisions of U. P. State Road Transport Act, 1950 against the petitioner abovenamed. The leading judgment is reported in AIR 1954 SC 728 : (1955 All LJ 38) (Sagir Ahmads case ). However, since besides the route in question by the impugned judgment several other schemes, of the U. P. Government for exclusive operation of their stage carriages, were affected, the State Legislature came forward with an enactment being U. P. Road Transport Service Development Act 1955 (U. P. Act No. 9 of 1955 ). The aforesaid Act re-validated the proceedings of the scheme notified under the provisions of said U. P. State Transport Act, 1950 (U. P. Act No. 2 of 1951) notwithstanding any judgment or decree of any Court. The relevant validating provisions were contained in S. 19 of U. P. Act No. 9 of 1955. The relevant portion of the aforesaid section is being reproduced hereunder for convenience:"19. Validation of proceedings and actions (1) Subject to the right of any person to receive compensation, if any, under S. 11 in respect of cancellation of a permit or curtailment of a route covered by it, but without prejudice to the provisions of any other law for the time being in force (a) all orders made, actions or proceedings taken, directions issued or jurisdiction exercised by any authority under or in accordance with the provisions of the U. P. State Road Transport Act, 1950, or deemed under the said Act, to have been so made, taken, issued or exercised, shall be deemed to be as good and valid in law. as if such orders, actions, proceedings, directions and jurisdictions had been duly made, taken issued or exercised under this Act, any judgment, decree, order or decision of any Court of authority notwithstanding : (b) and (c ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) Without prejudice to the generality of the provisions of clause (a) of sub-section (1) it is hereby declared that - (a) every route on which the State Road Transport Service was operating on the appointed date and every such service shall for purposes of: this Act be deemed to be a route specified in the notification under S. 3, and the service operating under a scheme duly prepared and published under and in accordance with Sections 4 to 8; (b) and (c ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . " ( 4 ) UNDISPUTED important fact is that despite the aforesaid Validation Act, neither U. P. State Roadways nor U. P. State Road Transport Corporation ever plied their buses on the route in question nor ever disputed the grant of permanent permits to the petitioners or their predecessor-in-interest over the route in question right till 1987 no action was taken for enforcing the scheme of exclusive operation over the route in question as published in U. P. Gazette dated 3-4-1954 and as quashed by the Supreme Court in the year 1954 despite passing of the Validation Act. ( 5 ) PARLIAMENT drastically amended Motor Vehicles Act, 1939 by Act No. 100 of 1956. Act No. 100 of 1956 was enforced from the date of its publication and was published in the Gazette dated 31-12-1965. This amending Act introduced a new Chapter 4a in the Motor Vehicle`s Act and added S. 68a 1939 as Chapter to S. 68 I in the Motor Vehicles Act. The object and reasons for introducing the aforesaid new chapter are being reproduced hereunder for convenience :"the Motor Vehicles Act, in its present form, contains no provisions to facilitate the introduction or expansion of nationalised transport services. The object and reasons for introducing the aforesaid new chapter are being reproduced hereunder for convenience :"the Motor Vehicles Act, in its present form, contains no provisions to facilitate the introduction or expansion of nationalised transport services. Some States have either amended the Act with local effect only, or promoted separate legislation to implement their schemes of nationalisation of road transport. It is, however, desirable to have a uniform law throughout the country in this respect. It is, therefore, proposed to insert a new Chapter IVA, consisting of nine sections (namely, Ss. 68a to 681) to deal with grant of monopoly permits to State Transport Undertakings and to cover other ancillary matters, the New Chapter contains provisions for payment of compensation at a minimum specified rate for cancellation of permits or modifications of the terms thereof. No provision has been proposed for the acquisition of assets by the State Transport Undertakings or the payment of compensation therefore and the question has been left entirely to the State Government. " ( 6 ) BOTH State Legislature and the Parliament are competent to legislate on transport as per entry 21, 35 of List-3. Since earlier there was no provision in the Motor Vehicles Act providing for exclusive operation of the State Vehicles on a particular route, the aforesaid Act was introduced to bring uniformity throughout the country for the purpose of introducing monopoly of the State in regard to transport services on chosen routes. Under the new chapter a detailed procedure is contemplated providing therein for publication of a draft scheme under, S. 68-C of the Motor Vehicles Act (hereinafter referred to as the Act) inviting objections and then finalising the objections under S. 68-D of the Act. On publication of the notification under S. 68d the scheme came final and operative and is law for all practical purposes of permitting the State to exclusively ply its vehicles over the route for which a scheme under S. 68-D was published. Section 68-E of the Act confers powers of cancellation or modification of the Scheme by the State Transport Undertaking. Section 68-E of the Act confers powers of cancellation or modification of the Scheme by the State Transport Undertaking. Section 68-F provides that in case- any Transport Undertaking applies for a stage carriage permit over a notified area or a notified route the State Transport Authority in cases where the said area or route lies in more than one region and Regional Transport Authority in other cases shall issue such permits, notwithstanding anything contrary contained in Chapter 4. Section 68f (la) provides that after publication of the scheme under S. 68 (c) the State Transport Undertaking may apply for temporary permit in respect of any area or route or portion thereof specified in the said scheme for the period intervening between the date of publication of the scheme and the date of the publication of the approved or modified scheme and on such application being made, the State Transport Authority or the Regional Transport Authority, as the case may be, shall grant temporary permit, subject to the conditions laid down under the aforesaid Section. ( 7 ) IN view of the aforesaid amended provisions of the Act, U. P. Government Roadways published a scheme, for exclusive operation of the route in question, dated 4-12-1963 under S. 68-C of the Motor Vehicles Act, 1939. ( 8 ) THE said scheme published for the route in question under S. 68-C of the Act, was however cancelled by a notification dated 15-11-1967 which was published in the Gazette dated 2- 12-1967. The notification cancelling the scheme introduced under S. 68-C for the route in question is being reproduced hereunder for convenience :"no. 759-RW/32-RW-63-In exercise of the powers under S. 68-C of the Motor Vehicles Act, 1939 (Act No. IV of 1939), read with rule 4 (1) of the U. P. State Road Transport Services (Development) Rules, 1958 and S. 21 of the General Clauses Act, 1807 (Act No. 10 of 1987) the Uttar Pradesh State Road Transport Undertaking hereby cancels the scheme in respect of Etwah-Mainpuri via Karhal route published under this Office notification No. 8546-RW/32-RW-63 dated 4/12/1963 in Prt I A of the Uttar Pradesh Gazette, dated 14/12/1963. " ( 9 ) THIS is to be noticed that while cancelling the scheme of the route in question the State Government exercised powers under S. 68-E of the Act read with Rule 4 (I) of U. P. State Transport Services (Development) Rules 1958 which were framed under U. P. State Transport Services (Development) Act. 1955 (Act No. 9 of 1955) which validated the provisions of U. P. Act No. 2 of 1951. This makes it clear that the Rules framed under the validating provisions were invoked for cancelling the scheme of the routine question as published under S. 68-C of the Act inviting objections of the affected persons. ( 10 ) HOWEVER, the State Transport Undertaking published another scheme under S. 68-C of the Act read with Rule 4 (1) of U. P. State Road Transport Services (Development) Rules, 1958 for the route in question inviting objections of the affected persons. The aforesaid scheme was challenged by the petitioners or predecessors-in-interest of the petitioners. The challenge was lost in the High Court, and the petitioners or their predecessors-in-interest went upto the Apex Court. The Apex Court vide its judgment dated 30-4-1986 upheld the challenge of the petitioners and quashed the scheme of the route in question as published under S. 68-C of the Act. The Apex Court held :"the draft scheme was prepared having regard to the conditions, which were prevailing in the year 1967. Representations and objections were filed in the year 1967 by the members of the public having regard to the situation which was prevailing then. Now for one reason or the other for nearly 20 years it has not been possible for the authority to approve the scheme and to publish it. It has now become out-moded. For the reasons given in Yogeshwar Jaiswal v. State Transport Appellate Tribunal and others 1985 (2) SCR 790 ( AIR 1985 SC 516 ) and Onkar Singh v. Regional Transport Authority, Agra (Civil Appeal No. 1360 of 1986 decided on 23/04/1986) we are of the view that the public interest would be seriously jeopardised if a draft scheme published in 1967 is approved and affirmed in the year 1987. We, therefore quash the draft scheme and issue direction to the hearing authority not to proceed with the hearing of the draft scheme. We, therefore quash the draft scheme and issue direction to the hearing authority not to proceed with the hearing of the draft scheme. But in order to meet the need of the general public we issue the following further directions. It is now open to the corporation to publish if it so desires a fresh scheme under S. 68c of the Act having regard to the present circumstances permit the Corporation and others who are at present operating the stage carriage vehicles on the route, in question pursuant to the temporary permits issued under S. 68f (A) or under S. 68f (a-g) of the Act as the case may be to operate their stage carriages until 30-11-1986 if afresh scheme is published under S. 68c of the Act. . . . . . . . . . . . " ( 11 ) IT may also be noticed that neither the State Transport Corporation nor the State ever whispered upto this stage that there is already a final scheme lying in their stores to be implemented after the decision of the Supreme Court. The issue was never whispered upto this stage in any proceedings whatsoever. Both the State Transport Undertaking and the State conceded the right of the private operators to ply their stage carriages over the route in question and the State Transport undertaking was only trying to introduce a fresh scheme under the amended provisions of the Act. The issue was never whispered upto this stage in any proceedings whatsoever. Both the State Transport Undertaking and the State conceded the right of the private operators to ply their stage carriages over the route in question and the State Transport undertaking was only trying to introduce a fresh scheme under the amended provisions of the Act. The State Transport Corporation instead of following the directions of the Apex Court for issuing fresh notification under S. 68-C of the Act, filed a writ petition in this Court being writ petition No. 10054 of 1988 U. P. State Road Transport Corporation v. Regional Transport Authority, Agra; In the said writ petition U. P. State Road Transport Corporation took out a sword from their frozen armoury and contended in the writ petition that the State Transport Undertaking proposed to modify the scheme published in respect of the route in question and the said scheme having been quashed by the Supreme Court, the scheme of 1954 stands confirmed which provided for exclusive operation of the State Transport Undertaking since an attempt of modification of that scheme has failed on the aforesaid basis sought writ of mandamus from the Court that the Regional Transport Authority, Agra may be mandated to issue permanent permits to the Corporation under S. 68f (1) of the Act. This writ petition has been dismissed by this Court vide its order dated 4-10- 1993 on the basis that the Corporation has been granted permits subsequently, hence this petition is rendered infructuous. ( 12 ) THE State Road Transport Corporation for the first time in the year 1987 filed objections against the renewal of the permits of the petitioners and all existing operators of the route before the Regional Transport Authority. The Regional Transport Authority vide its order dated 1-2-1988 rejected the objections of the U. P. State Road Transport Corporation and renewed the permits of the petitioners and all existing operators. In this order a specific issue was raised on behalf of the State Transport Undertaking contending therein that the scheme dated 25-3-1954 published under U. P. Act No. 2 of 1951 having become final, the private operators are not entitled for issuance of any permit. In this order a specific issue was raised on behalf of the State Transport Undertaking contending therein that the scheme dated 25-3-1954 published under U. P. Act No. 2 of 1951 having become final, the private operators are not entitled for issuance of any permit. The Regional Transport Authority while considering the said issue, specifically rejected the said contention and held that the scheme dated 25-3-1954 is not more effective for the same route, modified scheme under S. 68-C of the Act was published on 2-12-1967 which was quashed by the Supreme Court vide its order dated 30-4-1986 and the Corporation was directed to publish a fresh scheme under S. 68-C of the Act, the Corporation having failed to publish the said scheme the applicants are entitled for the renewal of their permits. This order became final between the parties. U. P. State Road Transport Corporation neither filed any revision nor appeal against the said order nor challenged it in any court of law. The issue of introducing the exclusive State monopoly for running their transport vehicles on the route in question on the basis of 1954 scheme was negatived by a positive order after considering the issue and the State Transport Corporation having acquiesced to the said order, the issue stood resolved between the parties. The copy of the resolution of the Regional Transport Authority dated 1-2-1983 has been filed as annexure-8 to the writ petition, which is also not disputed. On 5-1-1990 the chairman, Regional Transport Authority, Agra Granted 10 temporary permits on the route in question to the U. P. State Road Transport Corporation. ( 13 ) THE matter of renewal of permits of the petitioners on the route in question again came up before Regional Transport Authority, Agra in its meeting dated 24-3-1900 after a lapse of three years of the last renewal. ( 13 ) THE matter of renewal of permits of the petitioners on the route in question again came up before Regional Transport Authority, Agra in its meeting dated 24-3-1900 after a lapse of three years of the last renewal. This time the Regional Transport Authority upheld the objection of the U. P. State Road Transport Corporation on the same basis which was rejected earlier in the year 1987 and held that the scheme dated 3-4-1954 published under U. P. Act No. 2 of 1951 being validated by U. P: Act No. 9 of 1955 has become final and operative, the petitioners and other operators of the route in question are not entitled to the renewal of their permits and cancelled the permits of the petitioners of both the aforesaid writ petitions under S. 103 (2) of the Motor Vehicles Act, 1988. ( 14 ) AGGRIEVED thereby the petitioners filed revision before the State Transport Appellate Tribunal. The State Transport Appellate Tribunal vide its judgment dated 24-1-1995 dismissed the petitioners revision. Aggrieved thereby the petitioners have filed the above writ petitions. In both the aforesaid writ petitions, the impugned orders and judgments are same, as such, both the aforesaid writ petitions have been heard together and are being decided by this judgment. ( 15 ) WHILE upholding the objection of the U. P. State Road Transport Corporation, the impugned judgments have placed reliance on certain decisions of this Court which will be referred to at appropriate places. ( 16 ) I have heard Sri L. P. Naithani learned. senior Advocate in support of the petition and Sri Rajiv Sharma learned counsel for U. P. State-Road Transport Corporation in opposition thereof. Both the counsel have also submitted their written submissions which form part of the record. ( 17 ) THE vital issue which involves consideration in the facts of the present case is as to whether a scheme dated 25-3-1954 having been published on 3-4-1954 providing exclusive operation of the State Transport Undertaking under U. P. Act No. 2 of 1955 and having been validated by U. P. Act No. 9 of 1955 and having remained a dead letter for all practical purposes, can be permitted to be in force after a lapse of 36 years. ( 18 ) U. P. State Road Transport Corporation is itself on record of writ petition No. 10054 of 1988 conceding that the State Road Transport Undertaking proposed to modify the scheme published in respect of Etawah-Mainpuri-Karhal route under S. 68-E of the Motor Vehicles Act, a notification under S. 68-C of the Motor Vehicles Act was published on 2-12-67 proposing to modify the old scheme which had been published in 1954. ( 19 ) IN m/s standard Motor union private Limited v. The State of Kerala and others; AIR 1969 SC 273 the Apex Court held (at page 275) : "in so far as the new scheme modifies the earlier schemes, the modifications could be made u/s. 68e. As the procedure laid down in Ss. 68c and 68. D were followed the conditions of S. 68e were satisfied. Section 68e does not require that the new scheme should expressly say that it cancels or modifies the earlier schemes. On the promulgation of the new scheme the earlier schemes stand modified by implication pro tanto. " ( 20 ) FOLLOWING the aforesaid decision of the Apex Court, in m. Gangappa v. The Government of Andhra Pradesh, AIR 1975 A. P. 138 a Division Bench of Andhra Pradesh High Court held (at page 150)"even otherwise when the new scheme is approved even when the old scheme was pending it would mean that the old scheme stood rejected. It was not necessary to say in the new scheme that the old Scheme is cancelled vide standard Motor v. Kerala State, AIR 1969 SC 273 . " ( 21 ) IN pattabhirami Reddy v. Secretary to Government Transport and R. and B. Department Hyderabad, AIR 1988 AP 129 a full Bench of Andhra Pradesh High Court following the Apex Courts decision in M/s. Standard Motor Union Private Ltd. (supra) held (at page 135):"the observation of the Supreme Court referred to according to us, would be sufficient authority to repel the contention of the writ petitioners herein that the impugned approval orders were not valid because of the pendency of the earlier draft schemes. We do not fail to notice the difference on facts between the case decided by the Supreme Court and the case we are now called upon to decide. We do not fail to notice the difference on facts between the case decided by the Supreme Court and the case we are now called upon to decide. In the former case, what was deemed to have been impliedly modified on the promulgation of the later scheme was the approved scheme in operation. Whereas in the latter case what is to be deemed to have been impliedly cancelled is the draft scheme which had not been finally disposed of. As the underlying principle remains the same in either case, the observation of the Supreme Court should apply to the facts of the present case. It would be too farfetched an argument that the temporary permits, granted to the petitioners under S. 68-F (1-C) of the Act would cease to be effective on issue of permits to the State Transport Undertaking; and in view of this distinction, the observation of the Supreme Court would not apply-to the case on hand: We-would, therefore, hold that assuming that the earlier draft schemes had not been properly withdrawn that would not by itself vitiate the impugned government orders of 13-2-1987, approving the draft schemes published on 22-8-1986. " ( 22 ) IN yogeshwar Jaiswal v. State Transport Appellate Tribunal, AIR 1985 SC 516 the Apex Court examined in detail the purpose and object of introducing nationalisation schemes and context thereof and on consideration of the various provisions of the newly added chapter 4a held that for the purpose of providing an efficient, adequate, economically and properly co-ordinated road transport service, it is necessary in public interest that the road transport service in general or in any particular class of such service in relation to any area or route or portion thereof should be run and operated by the State Transport Undertaking, whether to the exclusion, complete or partial, of other persons or otherwise the State Transport Undertaking is supposed to prepare a scheme keeping in mind all the aforesaid aspects. In the said decision, the Apex Court also held that an obsolete scheme cannot serve the purpose and object of the Act. The provisions of chapter IV A of the Act and the Rules framed thereunder have been declared as having overriding effect on the provisions of chapter IV of the Act which contains provisions relating to control of transport vehicles and on other laws. The provisions of chapter IV A of the Act and the Rules framed thereunder have been declared as having overriding effect on the provisions of chapter IV of the Act which contains provisions relating to control of transport vehicles and on other laws. The relevant portion of the judgment is being quoted hereunder; as the same is of vital importance for the issue involved herein :"the provisions contained in chapter IVA of the Act and the Rules made thereunder are declared as having overriding effect on the provisions in Chapter IV of the Act which contains provisions relating to control of transport vehicles and all other laws. Section 68c of the Act provides that where any State transport undertaking is of opinion that for the purpose of providing an efficient, adequate, economical and properly co-ordinated road transport service, it is necessary in the public interest that road transport services in general or in any, particular class of such service in relation: to any area or route or portion thereof, should be run and operated by the State transport undertaking. Whether to the exclusion, complete or partial, of other persons or otherwise, the, State transport, undertaking may prepare a scheme giving particulars of the nature of the services proposed to be rendered, the area of route proposed to be covered and such other particulars respecting thereto as maybe prescribed, and shall cause every such scheme to be published in the official gazette and also in such other manner as the State Government may direct. On the publication of the scheme, any person already providing transport facilities by any means along or near the area or route proposed to be covered by the scheme, any association representing persons interested in the provision of road transport facilities recognised in this behalf by the State Government and any local authority or police authority within whose jurisdiction any part of the area or routes proposed to be covered by the scheme lies may, within thirty days from the date of the publication of the scheme in the official gazette, file objections to it before the State Government. The State Government may after considering the objections and after giving an opportunity to the objector or his representatives and the representatives of the State transport undertaking to be heard in the matter if they so desire, approve or modify the scheme. This is the substance of sub-secs. The State Government may after considering the objections and after giving an opportunity to the objector or his representatives and the representatives of the State transport undertaking to be heard in the matter if they so desire, approve or modify the scheme. This is the substance of sub-secs. (1) and (2) of S. 68d of the Act. Under sub-sec. (3) thereof the scheme approved or modified has to be published in the official gazette and such scheme is called the approved scheme and the area or route to which it relates is called the notified area or notified route. The provisions of S. 68c and S. 68d of the Act clearly indicate that any scheme which is intended for providing efficient, adequate, economical or properly coordinated transport service should be approved either as it is or in a modified form or rejected, as the case may be, within a reasonably short time as any extra ordinary delay is bound to upset all or any of a factors. namely. efficiency, adequacy, or co-ordination which ought to govern an approved scheme under Chapter IV A of the Act. On account of various reasons such as the growth of population and the development of the geographical area adjacent to the area or route in question any unreasonable delay may render the very proposal contained in the scheme antiquated outmoded and purposeless, Hence there is need for speedy disposal of the case under S. 68d of the Act. " (Emphasis added) ( 23 ) A scanning of the aforesaid decisions makes it clear that a scheme even though it may have become final under S. 68d of the Act can be cancelled or modified by following the procedure under S. 68e of the Act. ( 24 ) IN view of the amending provisions of the Act No. 9 of 1955, the scheme published for the route in question on 3-4-1954 was validated, but the State Transport undertaking itself chose to modify the scheme by following the procedure under S. 68-C of Chapter 4a of the Act which has an over-riding effect over all other provisions of law. ( 25 ) IN Standard Motor Union case (supra) the Apex Court has mandated that even a final scheme can be modified by following procedure under S. 68-E. It is of no consequence to stress that since the scheme of 1954 became final, the same could not have been modified. In fact, the State Transport Undertaking throughout conceded that the said scheme was modified and till 1987 they never questioned the authority of the petitioners or their predecessors-in-interest to ply their vehicles on permanent basis on the route in question which they claimed to have been notified for exclusive operation of the State Transport Corporation vehicles as far back as in the year 1954. The State Transport Undertaking having fought till Supreme Court fort upholding the validity-of the modified scheme under S. 68c and having failed therein on the ground that the scheme has become obsolete by lapse of 20 years and it required a fresh 100k and the Apex Court having specifically permitted the State Transport Undertaking to frame and issue fresh scheme, the objection of the State Transport Undertaking having been negatived on merits by 1987 resolution of the Regional Transport Authority, upholding the said objection in the 1990 was against all basic tenets of judicial principles, including the principles of implied repeal which is attracted in the present case and also including the principles of constructive res judicata as it is settled proposition that the Regional Transport Authority while deciding the issue for grant of permits are exercising quasi-judicial authority and larger principles of res judicata deciding the issue between the parties cannot be held to be not attracted. The principles enshrined in two Roman Maxims may, be of relevance in the present case :1. Generalibus specialia derogant : The special derogates from the general. 2. Gcneralis clausula non porrigitur ad ea quae antea specialier sunt comprehensa : A General clause does not apply to those matters for which special provision has already been made. The principles enshrined in two Roman Maxims may, be of relevance in the present case :1. Generalibus specialia derogant : The special derogates from the general. 2. Gcneralis clausula non porrigitur ad ea quae antea specialier sunt comprehensa : A General clause does not apply to those matters for which special provision has already been made. ( 26 ) IN view of the fact that in respect of the route in question a special provision was made for modifying the said scheme under S. 68c, the general validation of the scheme issued under the Act No. 2 of 1950 by S. 19 (1) and ( 2) of the U. P. Act No. 9 of 1955 lost its relevance since specially the route in question was modified by publication of a scheme under S. 68c of the Act. By modification of the said scheme issue of general validation of the scheme loses its relevance and could not have been resorted to in the facts and circumstances of the present case. ( 27 ) IN miffin v. Attwood, 1869 Law Reports 4 QB 333, by a majority of 2:1 the Queens Bench held that the Country Courts Act, 1867 having repealed the earlier statute of Gloster and no exception having been provided in the repealing Act by implication the plaintiff was not entitled to the costs under the old Act. The relevant portion of the judgment is being quoted hereunder:"both with regard to cases like the present, where there was neither exclusive nor concurrent jurisdiction nor any ground for obtaining a judges order or certificate, a clear opinion was expressed by Willes2), and not dissented from by the rest of the Court, that as to such cases, the Statute of Gloster had been repealed by the former country Courts Acts, which prevented the plaintiff from obtaining his costs in any way, and that under the provisions of the Act commonly called Lord Broughams Act (13 and 14 Vict. C. 21, s. 5), the Statute of Gloster was not revived by the Act of 1867, but continued repealed as to such cases. In this opinion, which was substantially the same as that which was expressed by Blackburn, J. , in delivering the judgment of this Court in Butcher v. Henderson (3), my Brother Lush and I concur; and we think that the present rule should be discharged. In this opinion, which was substantially the same as that which was expressed by Blackburn, J. , in delivering the judgment of this Court in Butcher v. Henderson (3), my Brother Lush and I concur; and we think that the present rule should be discharged. " ( 28 ) IN the present case even though the scheme published under S. 68c in the year 1963 and 1967 in regard to the route in question did not mention of the scheme published in the year 1954 but it is on record of the case that the latter schemes were published by modifying the scheme under S. 68c published in the year 1954. Even assuming that no such admission was made by U. P. State Road Transport Corporation, by implication the scheme published in the year 1954 stood repealed by publication of modified scheme under S. 68c and I am also clearly of the view that the scheme published in the year 1954 eclipsed itself by passage of time and lost its relevance in view of the principles laid down in Yogeshwar Jaiswal case (supra ). ( 29 ) AT this stage, I propose to deal with the decisions relied upon in the impugned judgment on which a lot of stress has also been laid by the learned counsel for the respondents. ( 30 ) IN U. P. State Road Transport Corporation, Luknow v. State Transport Appellate Tribunal, Lucknow, AIR 1975 All 154 , learned single Judge of this Court (as he then was) noted the facts of the case and legislative history involved forconsideration of the case. The issue related to the validation of the plying of vehicles of U. P. Government Roadways on Meerut-Delhi route. In the facts of the said case, U. P. Government Roadways vehicles commenced their operation on a number of routes including Meerut-Delhi route. The Court upheld the scheme published under U. P. Act No. 2 of 1950 and held:"it was, however, made clear that the scheme already framed under the U. P. Act subsisted and the State law continued to be in force to sustain those schemes even after the Parliament enacted the Central Act No. 100 of 1956. The appellate Tribunal held that the scheme published under the notification dated 12/02/1951, in respect of the route in question was subsisting and no private individual was entitled to any permit. The appellate Tribunal held that the scheme published under the notification dated 12/02/1951, in respect of the route in question was subsisting and no private individual was entitled to any permit. " xxx xxx xxx xxx xxx xxx xxx"section 19 ( I ) (a) speaks to validate all orders made, actions or proceedings taken, directions issued or jurisdiction exercised under the 1951 Act and for that purpose Legislature created a legal fiction that all the orders issued, proceedings taken or actions taken or jurisdiction exercised under the 1951 Act shall be deemed to have been issued, taken or exercised under the corresponding provisions of 1955 Act. Section 19 (I) (a ). Thus validated the orders and notifications issued or the Schemes framed under the 1951 Act while sub-section (2) sought to validate the operation of, the State Transport Service on the routes on which the State Road Transport Undertaking may have been plying its vehicles on the appointed date namely 4/02/1955, and for that purpose the Legislature created a legal fiction that the operation of the State Road Transport Services on such routes shall be deemed to be in pursuance of the scheme duly prepared and published in accordance with the provisions contained in Ss. 4 to 8 of the 1955 Act. Section 19 (1) (a) was general in nature to validate all actions taken or orders or notifications issued under the 1951 Act which would include a scheme notified under that Act, while sub-section (2) made special provision to validate the operation of the vehicles of State Transport Undertaking even though such operation may be in the absence of any scheme. The operation of the State Transport Undertaking vehicles in the absence of any scheme framed under a valid law was without any legal sanction, the same was rendered illegal. The Legislature therefore sought to validate the operation of the State Transport Services by creating a legal fiction under sub-section (2) of S. 19 of the 1955 Act. The operation of the State Transport Undertaking vehicles in the absence of any scheme framed under a valid law was without any legal sanction, the same was rendered illegal. The Legislature therefore sought to validate the operation of the State Transport Services by creating a legal fiction under sub-section (2) of S. 19 of the 1955 Act. In my opinion in the present case the notification dated 12/02/1951 issued under subsection (1) of S. 13 of the 1951 Act notifying the Meerut-Delhi route stood validated by S. 19 (1) (a) of the 1955 Act, but even if no valid scheme had been framed under the 1951 Act the exclusive operation of the Motor Vehicles was validated by the deeming provisions of sub-section (2) of S. 20 of the 1955 Act because the State Transport Service was operating on Meerut-Delhi, route on 4/02/1955. " ( 31 ) THE said decision in its turn placed reliance on a Division Bench decision of this Court delivered in Special Appeal No. 15 of 1972. ( 32 ) THE aforesaid decision of the learned single Judge was approved by a Division Bench of this court in case of jagat Nath Wahal v. U. P. State Road Transport Corporation, AIR 1977 All 83 . ( 33 ) IN Special Appeal No. 15 of 1972 a Division Bench of this Court also considered the scope of S. 19 (I) and 19 (2) (a) of U. P. Act No. 9 of 1955. This case was in relation to Lucknow-Kanpur route which was also a notified route under U. P. Act No. 2 of 1950 and scheme thereof was validated by provisions of U. P. Act No. 9 of 1955. In the facts of the said case admittedly the State Road Transport Corporation vehicles were being plied on the route in question i. e. Lucknow- Kanpur route and the issue involved for consideration in the aforesaid matter was as to whether the Act validated the plying of State vehicles without there being any valid permit for the same. While interpreting S. 19 (2) (a) the Division Bench held that the Act No. 9 of 1955 not only validated the orders passed and scheme published under Act No. 2 of 1955 but also validated the plying of vehicles on such routes. While interpreting S. 19 (2) (a) the Division Bench held that the Act No. 9 of 1955 not only validated the orders passed and scheme published under Act No. 2 of 1955 but also validated the plying of vehicles on such routes. The issue as to whether the vehicles were being plied by the State Road Transport Undertaking under a valid permit or without permit was of no consequence in view of the specific provision of S. 19 (2) (a) of the Act No. 9 of 1955. Both the Honble Judges of the Division Bench have delivered separate judgments. According to my understanding all the aforesaid decisions have got no relevance on the issue involved in the present writ petitions. ( 34 ) TWO more decisions need to be referred on which reliance has been placed by the learned counsel for the respondents. ( 35 ) IN m/s. Adarsh Travels Bus Service v. State of U. P. , AIR 1986 SC 319 : (1986 All LJ 215) a Constitution Bench of the Apex Court held that even if a scheme under S. 68c has been published for exclusive operation, the private operators cannot be permitted to ply their vehicles on any part thereof even with a corridor restriction. The said decision does not decide the point on the issue, involved in the present matter. ( 36 ) IN ram Krishna Verma v. State of U. P. , AIR 1992 SC 1888 : (1992 All LJ 1 173) a Division bench of the Apex Court held that a scheme Under S. 68c and approved under S. 68d is a law which excludes private operators from the area or route or portion thereof covered by the scheme. In this decision the Division Bench of the Apex Court consisting of two Honble Judges have doubted the correctness of earlier Division Bench decision of the Apex Court in Shri Chand etc. v. Government of U. P. , Lucknow, AIR 1986 SC 242 . In Shri Chand case the Division Bench of the Apex Court have followed the dictum of Yogeshwarjaiswal case (supra ). In this case the Apex Court held :-"it is unfortunate that Jeevan Nath Bahls case. 1968 SC (notes) 369 was not brought to the notice of the two Judges Bench when Shri Chands case. AIR 1986-SC 242 was decided. In Shri Chand case the Division Bench of the Apex Court have followed the dictum of Yogeshwarjaiswal case (supra ). In this case the Apex Court held :-"it is unfortunate that Jeevan Nath Bahls case. 1968 SC (notes) 369 was not brought to the notice of the two Judges Bench when Shri Chands case. AIR 1986-SC 242 was decided. Despite its being pointed out in the review petition, the same was dismissed. The question is what is the effect of the decision in Shri Chands case over Jeevan Nath Bahls case. Consistent law laid down by this Court is that draft scheme under S. 68-C and approved under S. 68-D of Chapter IVA of the Repealed Act (Chapter VI of the Act), is a law and it has overriding effect over Chapter IV of the Repealed Act (Chapter V of the Act ). It operates against everyone unless it is modified. It excludes private operators from the area or route or a portion thereof covered under the scheme except to the extent excluded under that scheme itself. The right of private operators to apply for and to obtain permits under Chapter IV of the repealed Act (Chapter V of the Act) has been frozen and prohibited. The result that emerges therefrom is that the nationalisation of Saharanpur - Shahdara Delhi route approved and published on 29/09/1959 became final and to that extent it cannot be said to have been quashed by this Court in Shri Chands case, AIR 1986 SC 242 . The approved scheme is law operating against everyone except 50 objectors/operators and the writ issued by this Court cannot have the effect of annulling the law. What was quashed and issue of fresh draft scheme pursuant thereto, relate to only of original draft scheme operative against 50 objectors/operators and no more. Even on principle, the decision of a Bench of two Judges cannot have the effect of overruling the decision of a Bench of three-Judges. The fresh draft scheme under S. 68c dated 13/02/1986 must, therefore, be construed to be only in relation to 50 existing operators as per the directions ultimately emerged in Jeevan Nath Bahls case. " ( 37 ) THE ratio of the aforesaid decision does not doubt the correctness of ratio laid down in Yogeshwar Jaiswals case (supra ). The fresh draft scheme under S. 68c dated 13/02/1986 must, therefore, be construed to be only in relation to 50 existing operators as per the directions ultimately emerged in Jeevan Nath Bahls case. " ( 37 ) THE ratio of the aforesaid decision does not doubt the correctness of ratio laid down in Yogeshwar Jaiswals case (supra ). In Ram Krishna Vermas case (supra) the Apex Court was considering a situation where the finalisation of the scheme, published u/s. 68c was delayed due to conduct of the operators of the private vehicles who successfully stalled the finalisation of the scheme under S. 68c of the Act for a good number of years. The draft scheme under S. 68-C of the Act for Saharanpur-Sahadra Delhi route published on 26-2-1959 was quashed by the Supreme court in Shri Chands case (supra), only qua 50 private operators. In pursuance thereof U. P. State Road Transport Corporation again published a draft scheme on 13-2-1986. While the finalisation of the scheme was pending, Motor Vehicles Act 59 of 1988 came into force w. e. f. 1/07/1989 and the Bulandshahr to Delhi route was also nationalised, in the approved scheme published in the State Gazette dated 27-9-1956. After the Act No. 59 of 1988 came into force the respondents applied for grant of permits for Saharanpur to Ghazyabad via Sahadra route. The appellants filed writ petition in the High Court of Allahabad at Lucknow Bench quashing the validity thereof, which was dismissed by the judgment dated 23-7-1990. The draft scheme published in 1986 was held by the hearing authority to have been lapsed by operation of S. 104 of Act of 1988. In the writ petition filed by the Statetransport Undertaking the High Court vide its judgment dated 16-3-1990 held that the draft scheme stood lapsed within one year from the date of the publication of the draft scheme and accordingly upheld the order of the hearing authority. Against the aforesaid the matter was being examined by the Apex Court. The Apex Court held that finalisation of Saharanpur-Sahadra-Delhi route by publication of the approved scheme on 29-9-1959 is operating to the total exclusion of every private operators, except fifty operatorswho were permitted to ply, no other private operators have right to apply for and obtain permit to ply the state carriage buses. The Apex Court held that finalisation of Saharanpur-Sahadra-Delhi route by publication of the approved scheme on 29-9-1959 is operating to the total exclusion of every private operators, except fifty operatorswho were permitted to ply, no other private operators have right to apply for and obtain permit to ply the state carriage buses. The Apex Courts quashing of scheme under S. 68c in Shri Chandras case was confined qua 50 operators permitted to ply. ( 38 ) THE ratio of the said decision is of no consequence in the facts of the present case. In the facts of the present case admittedly the State Transport Undertaking forgave the scheme. The petitioners were not responsible in any way in fore-stalling the scheme published in the year 1954. The stand of the respondent is that it was by mistake that they did not assert their right for exclusive operation for long number of years and as soon as the mistake was realised, they started asserting their rights. This theory of mistake has been borrowed from the facts of the decision of the Special Appeal No. 15 of 1972. In the facts of Special Appeal No. 15 of 1972 by mistake, the scheme was modified under S. 68-C which mistake was soon realised and in the next notification the modification was withdrawn. In the light of those facts the Court held that the scheme was not modified but it was by mistake published under S. 68-C. In the present case admittedly the State Transport Undertaking modified the scheme under S. 68c. The modified scheme was specifically quashed by the Apex Court with specific direction to republish the scheme under S. 68-C. ( 39 ) THE ratio of Ram Krishna Vermas case has no application in the facts of the present case, as I am of the view that the principle of eclipse and implied repeal is squarely attracted and scheme published on 3-4-1954 having not been enforced for a long period of 36 years, cannot be permitted to be enforced. ( 40 ) BESIDES that there is an additional issue involved in the present case that the State Transport Undertaking is barred by principle of res judicata on agitating the issue of validity of 1954 scheme in view of the decision of the Regional Transport Authority in the year 1987 referred to above. ( 40 ) BESIDES that there is an additional issue involved in the present case that the State Transport Undertaking is barred by principle of res judicata on agitating the issue of validity of 1954 scheme in view of the decision of the Regional Transport Authority in the year 1987 referred to above. ( 41 ) IT may not be very much relevant to the issue involved in the case but a reference need be made to the changing economics scenario of the country. The new trend of economic development of the country is for encouraging private enterprises in every walk of life, without commenting on the merits order merits of the system in the changed circumstances the Government itself is re-considering the entire system of running the business through public undertaking. A judicial notice can be taken of the fact that U. P. State Undertaking is also running in huge losses and is not able to manage its affairs. At this stage, unsettling a position which is continuing since the year 1948 and throwing out the private operators from their business may itself require a consideration, by the State Government if it has chosen to republish the scheme under S. 68 of the Act, as directed by the Supreme Court. Instead of following ,specific direction of the Supreme Court, as was done in the case of Ram Krishna Verma, the State Transport Undertaking harped on its right for exclusive operation of their vehicles on. the route in question. ( 42 ) I am of the view that in the changed scenario the Government itself can consider the advisability of going ahead with the nationalisation of the route in question and in the facts of the present case if the State Government chooses to go ahead with nationalisation scheme, the Government can still do it, there is no, bar for them. The private operators having. un-interruptedly continued for 36 years and thereafter for further period of five years on the basis of the interim orders of the Court need not be thrown out of their business on the basis of an obsolete scheme which was never enforced by the State Transport Undertaking itself. ( 43 ) IN view of the above, I am of the opinion that both the writ petitions deserve to be allowed. ( 43 ) IN view of the above, I am of the opinion that both the writ petitions deserve to be allowed. Accordingly I issue writ of certiorari quashing the order passed by the Regional Transport Authority dated 24-3-90 cancelling the permits of the petitioners and order dated 24-1-95 dismissing the revision of the petitioners, and direct that the petitioners application for renewal of the permit be considered afresh in the light of the observations made in this judgment and till the petitioners application for renewal of the permit is decided afresh, as directed herein, the petitioners shall be permitted to ply their vehicles in pursuance of the interim orders passed in the present writ petitions. Petitions allowed.