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London clearing house?
Page 44
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Bus 'pool' plan to beat drivers' hours regulations
by Derek Moses
• The establishment of a coach "pool" or clearing house to increase the utilization, and thus the profitability, of members' vehicles, was considered at a well-attended meeting of coach operators in London on February 24. The idea of such a pool was conceived by R. and S. Travel Co Ltd, which organized the meeting, chaired by one of the directors, Mr R. Salaman.
Although R. and S. Travel has considered the idea for some time, it is the introduction of the new drivers' hours regulations which has led to the move to put the theory into practice. The seriousness of the situation facing operators is reflected by the fact that, of 54 people invited to the meeting, 52 attended! No fewer than 30 operators were represented including two National Bus Company undertakings, Timpsons and East Kent. Also represented was the Passenger Vehicle Operators Association.
After a lengthy discussion it was unanimously decided that the idea was theoretically good, and a committee of seven people was formed to ascertain how to establish the scheme. The first meeting of the committee took place on Wednesday evening.
Last week I met Mr Salaman and Mr Alec Auchterlonie, another director of the company, and discussed their proposals, together with some of the problems involved.
Basically, it is intended to establish an organization or association to benefit all the operators who join in. The actual operations would be co-ordinated by a central control room, and would help coach companies with vehicles on layover by providing them
Bleak outlook in Bradford
• Passengers on Bradford's buses will have to dig deeper into their pockets to offset the deficit which is expected to rocket to at least £2m in two years' time.
On February 24, when the Municipal Undertakings committee approved the transport accounts, officers were authorized to prepare proposals for a general revision of fares. Estimates revealed a deficit of £46,635 for this year, which would reduce the accumulated surplus to £138,846, but next year it was expected that there would be a deficit of £266,190 which would wipe out the surplus and by the end of March 1972 the estimated accumulated deficit would be £495,429. It was estimated that the cost to the Corporanticpated pay rises, which on their own could add a further £200,000. Last fare revision was in July 1967. with extra work, and, conversely, provide capacity for coach companies with parties to move, but no vehicles available. In short, the association would relieve operators from as many empty journeys as possible, together with wasteful layovers.
One of the immediate problems is to decide who should be members of the association. There must obviously be a lot of trust placed upon the operators involved, who must be reliable, and above all, ensure that their drivers work strictly within the new drivers' hours regulations. As Mr Auchterlonie put it to me: "Who decides who should be members?" There must obviously be a certain measure of trial and error.
R. and S. Travel complained that there were "too many cut-throat operators in the business", a complaint I have heard all too often. Most of the people who attended last week's meeting were keen to see a standardized price established, rather than a mixed bag. Such standardization must surely be an essential part of the association proposed.
One good example of how the association could benefit operators is with regard to transfers of passengers to and from airports. Waiting around for the arrival of aircraft, which might be delayed, or even diverted, is one contingency not allowed for by the new hours regulations. However, a driver arriving at, say, Heathrow, with an airline party could ring the central control, and possibly fit in a return load for another company within the association, rather than return empty.
It occurs to me that equipping members' vehicles with radio control would be a distinct advantage—and is no doubt a possibility which is being considered.
The operators represented at the initial meeting included the following companies: Rickards, Evan Evans, Timpsons (NBC) Whytes, World Wide, City Coachlines, Sworder, Essex Coachways, Richmond Coaches, George Ewer Group, Newton, Prairie, Heathrow, Armchair, Crawley Luxury, Biss Brothers, Chiltern Queens, Al Coachways, East Kent (NBC) International Progressive Coachline, Whitefriars, Golden Eagle, Kims, Thornes, Best, Viking, Birch Bros, Orange Luxury, Blueways.
Background to R. and S.
The R. and S. Travel Co Ltd was established with one coach four years ago. Growth was quite rapid, and six coaches are now operated—three Leyland Leopards (including the prototype British Caetanobodied coach), one AEC Reliance, one Bristol LH and a Bedford, the latter also with a Caetano body. In addition to operating its own vehicles, the company also hires in, as necessary.
Mr Salaman claims that the company is not interested in "the cut-throat market" and goes only for the better work; operations include extended tours of Great Britain. The company believes in keeping a young fleet, with a life limit of two years. After experience with both light-duty and heavy-duty chassis, the latter are to be employed for all future coaches.
Tynemouth 'no' to pensioners' fares
• Tynemouth Corporation has decided against taking part in a Tyneside PTE scheme, for the introduction of concessionary fares for the town's 10,000 pensioners. It was estimated that the cost to the Corporation would be over £19,000 annually, and it was suggested that the scheme should be financed by the Government and not by local ratepayers. Other Tyneside local authorities, including Newcastle, Gateshead and South Shields, are planning cheap fares for old people.