Bargains a'plen
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WHAT with the present uncertainties over the future of public transport the strict controls on public funds, the disappearance of new bus grant and the continuing recession, the market for new stage buses is a mere shadow of its former self.
Although Government policies are moving towards allowing more competition with the public sector, the initiative is unlikely to meet a great response from the private operator; the likely financial return from stage operations and the risks involved in competing with public sector operators do not make the immediate purchase of brand new buses an attractive business proposition.
There are, however, a great many second-hand buses available on the market and many have years of useful life remain.ing. Horses for courses is an ob • vious maxim to bear in mind when choosing a vehicle for a particular project.
The maintenance needs of particular types of bus should also be taken into careful consideration, for reliability is one of the most important keys to success. Very disciplined maintenance, whether by the operator or by a specialist garage or engineering company, is essential.
For high-seating operations, there is a plethora of suitable double-deck buses on the market. Operators with good workshop facilities and a well organised maintenance schedule can take advantage of the many ex-London Transport Daimler Fleetlines available from £2,000 to £6,000 depending on age and condition.
Essex dealer Ensign has around 600 for sale and can prepare buses for any type of operation — contract carriage, one-person stage operation, or even luxury private-hire vehicles.
If a high-capacity double-deck bus is required for contract and school work, older and less sophisticated machines like exNBC Bristol FLF front-engined deckers, as pictured above, might be a sound bet. Although around 20 years old, there are still lots on the market with useful life left in them.
lf an attractive bus is import a nt, London Transport is disposing of a number of relatively young Scania-powered MCW Metropolitan doubledecker buses, although this type of vehicle lacks a reputation for economy or reliability.
If single-deck stage buses are required, there often exists a wide selection from which to choose. Low entrance-steps are important, and for this rear-engined vehicles are best, although most of these are at least ten years' old and probably not up to intensive work.
Newer, front-engined and underfloor-engined buses are available and may well prove easier to maintain and to integrate into a conventional coach fleet.
Whatever vehicle you are after, it is the condition, not the age of the vehicle, that matters.
The vendor is often able to prepare a vehicle for immediate service, but naturally this is reflected in its price.
Dealers such as Ensign Bus, Paul Sykes, Amalgamated Passenger Transport at Lincoln, Norths and Martins have stagecarriage-type vehicles from reputable fleets that can be prepared and supplied ready for service.
Similarly, many good coach dealers can offer vehicles ready for service but others will sell them in "as-seen" condition.
For the operator with well equipped workshop facilities, a bargain-priced vehicle that may look a bit tatty could have poten tial. For the operator without such facilities, perhaps only obviously good vehicles should be considered. it is so easy to acquire an albatross rather than a workhorse.
It is always worth checking that any bus bought on the second-hand market can be kept in service and that supplies of spare parts are available. There have been so many changes in the manufacturing industry in the last decade and some older marques, of both single and double-decker, are now getting just a little thin on the ground.
Body structure problems with older double-decks and rear-engined single-deckers could prove uneconomic, difficult or at worst impossible to repair.
Both the inside and outside of the vehicle should be carefully checked for damage other than the normal slight bumping often found on older psv.
Signs of bowed or overlapping panels or panels that have been leaking near joints warrant further investigation. Lifting beading between panels and cracks or movement in the floor could suggest that rather more time and money will be needed to bring the vehicle up to scratch than its age and planned role .would warrant.
On coaches, damaged laminate trim can not only prove a problem to replace or repair but could be a sign of structural problem or a fairly severe aciddent.
The area around the entrance and emergency doors can give pointers to the overall body condition. A dropping or sagging door is draughty, can be difficult to close and at worst could point to some structural problems. Damage and cracking around step and stairwells could also suggest previous accidents or structural problems.
Buyers should always have a look at the vehicle's underside. Examine it very carefully for signs of corrosion or damage.
A road test if the vehicle is running is also a good idea. Find a bumpy road to check for strange noises from the suspension and for shackle wear. Clunks, bumps and jolts from the steering as well as excess play are points that must be investigated.
The condition of the engine and gearbox may not be as important as that of the body and chassis for the operator with a fully equipped workshop. But for anyone without the time or facilities to change running units, obvious pointers include clangs and knocks as well as oil leaks from the engine. Contamination in the radiator water and signs of corrosion on the dipstick and oil filter neck are signs of serious engine problems.
The condition of the brakes often indicates the standard of maintenance the vehicle has enjoyed in the past, although poor brakes may not be too expensive to correct.
Tyres may need replacing on a bus from a public fleet. On such a bus, it is possible that the tyres have been changed before the vehicle is put on the market, as during its life with its original owner it could well have run on "mileage contract" tyres that would remain the property of the tyre company. It is still worth checking, though, if wear appears uneven.
In conclusion, the secondhand bus market offers vehicles suitable for a variety of operations. It is worth remembering though that older vehicles with a low purchase price do not necessarily have lower operating costs. The older the bus, the shorter its life potential, so depreciation must be accounted for.