OPINIONS and QUERIES
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Is the Restrietion of Coaches in London Berlefi ci a I ? The Delicate Position of Patent Agents. Situations for Technical Men. II Booking Agent and the Road Traffic Act. Centralized Buying.
In Favour of London Coach Restrictions.
The Editor, THE COMMERCIAL MOTOR.
[3202] Sir,—In view of the varying comments of the trade on the new coach restrictions in Loudon, perhaps the opinion of a passenger thereon might be of value. I would say that I consider these will have a definitely beneficial effect on coach services.
There are few more unsatisfactory features of coach operation than the long tour of Central London which (often. to meet competition) tperators have a habit of making in order to visit sundry rkicking-up points. This is very wearisome for the passenger and often causes delays which upset the whole service, and it applies to all types of service.
Next, considering the frequent short-distance expresses, I find the question of punctuality still more pressing. Timekeeping on some of these routes is at present very bad, often delays of 30 or 40 minutes occurring. The chief causes of this irregular working are as follow :— (1) Choice of a terminus where (owing to traffic) no overlap can be allowed, so that coaches cannot make up time lost while entering London.
(2) The very unsatisfactory "through London" service (e.g., Reigate-Welwyn or Hertford-Guildford).
Here again the delay on leaving London is the sum of the delays on entering and leaving, owing to there being no chance of making up time in London.
(3) The "tour of London" habit, as on longer routes. Thus coaches from the south often terminate at Oxford Circus, or those from the north at Charing Cross or Kennington, leading to excessive delay.
From the point of view of the passenger I should say that for short-distance coaches there should he a limited number of termini arranged so that coaches should not have to traverse Central London. These should be adjoining tube stations and be linked with each other and Central London by tube or local bus (with through bookings). Further, termini should be chosen so that an adequate overlap (not merely five minutes) can be allowed for coaches terminating there. Only by such measures as these can this new form of coach service attain tolerable reliability. Thus, as a passenger, I look with decided favour on the new regulations. W. G. SYMONS. London, S.W.16.
Should the Patent Agent Tell ?
The Editor, THE COMMERCIAL MOTOR.
[3293] note in your issue of December 9th a letter from "Engineer-designer."
From experience I find that there are some patent agents of repute who do not press their clients to take out patents for useles8 inventions.
The patent agent, however, in doing so, 18 In rather a difficult position, RS the inventor will not usually accept an adverse opinion regarding his invention, and it is likely that he will go to another agent who will not be so honest in giving his opinion.
It tvould meet the ease to some extent if a cursory search was undertaken in every case before the appliB30 cation for a patent is made. A search of this nature can, in the majority of instances, be carried out at a cost of a pound or so.
This Institute does not undertake patent agents' work, but the value of ascertaining the state of the art appertaining to a particular invention is regarded as of so much importance that a confidential search service is available to a member before filing an application for patent. I might add that the Institute does not otherwise deal with or advise upon an invention until it is protected by an application for patent.
G. DRURY COLEMAN, London, W.C.1. Institute of Patentees.
Opportunities for Technical Men.
The Editor, THE COMMERCIAL MOTOR.
132941 Sir,—The letter No. 3290, published in last week's issue of The Commercial Motor, will certainly, cause much serious thought to those who are at present studying for a degree in engineering. Is it too much to hope that one day manufacturers and those responsible for the allocation of positions under their control will have the courage and imagination to make them competitive amongst their employees? Surely this would be an incentive to all ambitious workers, together with, ultimately, more efficiency and the building up of that elusive quality, "goodwill," in the business.
I rather doubt if this letter be of sufficient interest for publication ; however, it might bring Some
interesting -replies. ARTHUR WILKES. London, N.1.
How the New Act Affects a Booking Agent.
The Editor, THE COMMERCIAL MOTOR.
[3295] Sir,—Being a regular reader of The Commercial Motor, I should appreciate your answers to the following queries regarding the application of the Road Traffic Act. In what way will the Act affect a booking agent whose main clientele are organized parties of choirs, clubs, meetings, etc., the work being done by local operators, also regular daily bookings for services worked by local and other bus companies?
How will the Act affect a man who owns only one or two coaches, which are used only for organized private parties (choirs, clubs, etc.), or casual trip; work from a local public stand?
What are the prospects of a man commencing a business with one coach, a 26 Or 30-seater, under the new regulations, and what method of procedure will be the best to attain success? ENQUIRER. Bradford.
[It is difficult to estimate in what way the Road Traffic Act will affect a booking agent, but it does not appear that his business should be interfered with to any great extent. It Is possible that the commissioners may refuse to licence services which are run in direct competition with railways, and in this way the business of an agent may be affected. Where vehicles are used for organized private parties. the passengers being charged so Much a head, the proprietor will have to obtain road service licences, because the
vehicles will be treated as express Carriages. This will also apply to casual trip work from a local public stand and to any other use of a vehicle which involves the carrying of passengers at separate fares.
We regret that it is not possible, without full knowledge of local conditions, to express an opinion as to the prospects of a man commencing a buainess with one coach.—En.]
Centralized Buying for Coachwork and Fittings. The Editor, THE COMMERCIAL MOTOR.
[3296] Sir,—We have read with interest in The Commercial Motor, dated December 16th, your leader and other references to the need for co-operation in the industry. You have stressed the advantages to be gained by co-operative buying of vehicles, accessories, fuels, lubricants and tyres.
Whilst it is, we believe, generally agreed that centralized buying does mean more purchasing power the machinery for the co-operation necessary. to make this form of buying possible is not always available, and even when it would be possible to buy in this way there are usually insuperable difficulties due to the likes and dislikes of the various members who wish to benefit by the joint buying.
When it was decided to form the .Adacar company it was recognized that, so far as coachwork was concerned, the industry required the services of buying agents who would be absolutely unbiased in their recommendation of any particular coachbuilder and who could supply technical advice on the subject of specifications in order that necessary structural requirements be maintained, and further that such fittings as windscreens, window lifts, seat-spring cases and locks, etc., of known quality be incorporated in any coachwork built under our control. We also offer the service of inspection of all coachwork as it is in course of construction, and this is much appreciated by the smaller operators who obviously have not the men or the time to inspect their new coachwork in a thorough manner.
As our business grows we expect to be able to go to coachbuilderS with larger orders, and they will base their prices on economical numbers of, say, 10 bodies, and we shall be able to offer, say, 10 clients the advantage of buying in quantity. This is more satisfactory from the coachbuilders' point of view, as they will tend to obtain more quantity and less individual orders; it is agreed that the "one off" job is more often than not turned out at loss. On the other hand, the operator gains in more ways than in price, for he obtains a body which has had more time spent on it
in the design office, and more time in getting down to accurate production than is possible in the case of the single body.
Put in a nutshell we are raising the standard of quality of coachwork, at the same time we are reducing cost of production and thereby reducing selling prices, which is of benefit to the coachbuilder and the operator.
W. HORNBY ADAIISON, Partner, Manchester. fqr Adacar Co.
Post Office Transport Costs in Australia.
The Editor, THE COMMERCIAL MOTOR.
[3297] Sir,—As this department has a large number of motor vehicles in use throughout the various States of the Commonwealth and we are vitally interested in the running costs, I would be very pleased if you would forward a copy of the statements which appeared in your journal on March 4th, 1930. I understand that you have copies available in pamphlet form.
The costs shown therein, however, must be based to a certain extent on a different basis to those which obtained in Australia. The petrol figures are readily obtainable by your method, but the average cost of lubricants would vary in Australia to that in England. The cost of tyres also would most likely vary, as would also the wages of the men employed on maintenance work. If some idea could be given• to me of the basis for your .figures I would be very pleased, and could make a very interesting comparison with the running costs in Australia, where conditions vary considerably from those in the Old Country.
I find your journal very useful and some of the articles and data included are most interesting to us. D. GREEN (for Chief Engineer), Postmaster-General's Department, Commonwealth of Australia.
The following figures may help you to compare the cost of operation of vehicles in Australia with the sanie over here. Petrol, as stated in the tables, is taken to cost is. 4d. per gallon. oil at 4s. per gallon, tyres at current prices, an example of which is a 36-in. by 6-in, pneumatic which, cover and tube together, costs the commercial user about M. Wages of mechanics average about is. 9d. per hour, for a 48-hour week, with extra pay for overtime at higher rates than that.
Two copies of the Tables of Operating Costs have been sent to you. Much useful information can be obtained from the introduction to the tables ; it contains the bases of calculation which will help you.—S.T.R.]