The Effi ciency of a
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University Centre's Bus Fleet
MANY people in the passenger road transport industry hold the view that if a bus undertaking be serving an area that is not reckoned as an " industrial " one, then the task of that company to discharge its obligations to the travelling public is somewhat lighter than usual. This, however, is not necessarily the case, and a visit to one or other of the larger operating companies outside our main industrial centres will prove this to be so,
A good example is the City of Oxford Motor Services, Ltd., and a short tour around the company's installations would convince the observer that its problems call for just as great an effort as those of any other concern.
Founded in 1906 • The "City of Oxford" must be placed amongst the veterans of the industry, as it was first registered in 1906 as the City of Oxford Electric Tramways, Ltd., the idea in view being to electrify the then-existing horse-drawn tramways in Oxford. However, the converSion was never carried out, and in 1914, Parliamentary powers were obtained to operate motorbuses. The present name of the company was instituted in 1920.
To-day, the fleet numbers more than 200 vehicles, which is, perhaps, a little larger than one would expect to find in a place such as Oxford. The fleet was, of necessity, increased after the outbreak of war to cope with workers' " specials" and military commitments.
The company has suffered acutely from the shortage of labour, both skilled workshop personnel and driving and conducting staffs, probably more than most undertakings. The territory served by the company is a very awkward one. Oxfordshire, Berkshire and Buckinghamshire contain few large towns and many small villages scattered over the area, all of which must be served, and this entails much deviation from direct routes and, in addition, many extra services on market days.
Works traffic in the Oxford area is fairly heavy, the employees of Morris Motors, Ltd., Pressed Steel Co., M.G. Car Co., R.A.F., Milton, the University Press, and the Ministry of Food, to mention only a few, having to be catered for, whilst the company also provides travelling facilities for the Army, R.A.F. and Navy personnel at the many depots and aerodromes in the district.
However, under the guidance of the present general maniger, Mr. ll.elginald
Somehow or other, by virtue of careful calculation, the company has managed to maintain the maroon livery of its fleet on all but one or two vehicles; gold linings and black linings have been discarded to save labour, but the old Oxford maroon is still there. All the vehicles are in a high standard of mechanical condition, and it is safe to say that, at the present time, the "City of Oxford" is one of the best turnedout fleets in the country. Dixon, M.Inst..T., the City of Oxford Motor Services, Ltd., has come through the war years with flying colours and discharged its task to the public with honours. The local population is as well provided for as any people in the country, and a satisfactory standard of relationship prevails between the public and the company.
One of the features most noticeable about the fleet in comparison with present-day standards, is the almost complete absence of battleship-grey buses.
Large Number of A.E.C. Buses A.E.C. Regent double-deckers form the nucleus of the fleet, 114 of the 205 units operated by the company being of this type. The remainder of the fleet is made up of A.E.C. Regal singledeckers (58), Leyland Titan, Tiger and Cub (15), Guy Arab (17) and a Bristol KG5 double-decker.
Altogether, there are 140 doubledeckers and 65 single-deckers; of tfiese 152 are oil-engined and 53 have petrol engines. It should be mentioned that four new A.E.C. Regent double-deckers are sin, order, These will be fitted with the manufacturer's standard 7.7-litre Di. engine, of which the company already has a large number in service; they have given complete satisfaction. The Bristol KG5, too, has acquitted itself well.
Bodywork is mainly of MetropolitanCammell-Weymann (94) and Park Royal ,74) manufacture, but other makes at present in use are Roe (14), East Lancashire and Brush (six each), Willowbrook (four) and Duple and Strachan (one each).
Women Drivers Employed
In addition to the headquarters and main garage at Cowley Road, Oxford, sub-depots are maintained at Bicester, Wantage, Tharne, Faringdon, Chipping Norton and Witney. Whenever practicable, services are run in co-ordination with other companies. Agreements are in force with the Thames Valley Traction Co., Ltd. (Oxford-Reading), New
bury and District Motor Services, Ltd. (Oxford-Newbury) .and the Eastern National Omnibus Co., Ltd. (OxfordBieester, Stony Stratford-Bedford). All outgoing services from Oxford start from the capacious Gloucester Green bus centre, where, in addition, buses are parked during non-peak periods to save dead mileage back to Cowley Road.
It is interesting`to note that the company has trained a number of women drivers, who are discharging their tasks with great credit; at any rate, they seem quite at ease when handling A.E.C. Regents in Oxford's narrow thoroughfares. The first woman driver commenced her duties in June, 1942, and is still with the company.
During the past financial year, the company handled some 40,000,000 passengers and the fieercovered 5,000,000 bus miles.
Well-equipped Workshops Extensive workshop installations are maintained at the headquarters in Cowley Road. When viewing the workshops
one is immediately struck by two point; first, the extreme cleanliness of the whole layout. and, secondly, by the happy . atmosphere which prevails. There is certainly no sign whatever of slacking, yet there is no sign of "big "stick" methods. It is obvious that the whole workshop staff tackles. its job in perfect co-ordination, and not as a set of individuals each out • for personal aggrandisement.
All major operations, with the exception of crankshaft grinding, bearing remetalling and spring repairs are undertaken. Owing to the A.E.C. factory being in reasonably close proximity, crankshafts are sent to Southall for regrinding and, similarly, bearings go to the works of the Glacier Metal Co., Ltd., for attention.
Following standard practice, . one room; which is scrupulously clean, is devoted to fuel-injection pump mainten ance. Armstrong nozzle testers are provided, as well as a phasing and calibrating machine of the company's own manufacture. In this room, too, the maintenance of ticket-issuing machines is carried out. Bell Automaticket and T.I.M. are the patterns employed, and this work is delegated to a disabled employee.
A trichlorethyIene degreaser is used for deanshig used parts, and the salvage department is situated in the same room —an arrangement which has proved both useful and practical.
It is the company's standard practice
to overhaul its vehicles at 120,000 miles. During the war the labour shortage has caused this figure to be somewhat increased on certain A.E.C. vehicles, which have shown no ill-effects from this and have responded well to the call for extra mileage. Some of the A.E.C. Regents date back to 1931, and are still in daily use. The average fuel consumption of the fleet (oilers) works out at an equivalent of 11.2 m.p.g., which must be considered an excellent figure.
Fully equipped tinsmiths', blacksmiths' and coppersmiths shops complete the ancillary trade side of the workshops, where all necessary work (except springs) can be dealt with.
Well-equipped Engine Shop
Turning now to the assembly and erecting bays, the engine shop is, as one would expect, fully equipped with jigs and tools to deal with A.E.C. petrol and oil units (both Ricardo Comet and D.1.), as well as Leyland and Gardner engines. The Newton boring bar i used for main-bearing renewals. Completed engines are run in by electric power, before being finally tested under their own power.
Gearboxes, axles, brakes and steering boxes, in addition to Clayton Dewandre servo units, all have their own small section in the well-laid-out assembly bay. Other features of note in the shops are the Streamline oil-reclaiming plant, and an ingenious electric crack detector, made on the premises.
The high standard of workmanship found in the main shops is also to be seen in the body and paint shops. All body overhauls are carried out in a thorough mariner; spray painting is not employed, all vehicles being hand painted and varnished. In here, also, double-deckers are fitted with a neat cycle guard-rail across the rear panel, about 2 ins, from the bottom.
Finally, it may be said that the City of Oxford Motor Services, Ltd., is a fine example of passenger transport efficiently run by private enterprise, and its success should make those who believe that nationalization will bring sweeping improvements think a second time.