THE HAULIERS' INQUIRE WITHIN.
Page 23
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An "Independent ' Bus Problem with the Conditions Reversed—the Established Small Man Having to Meet Competition from a Big Newcomer.
IHAVE before me one of the most interesting letters I have ever received. It comes from a man who is operating a country bus service. He commences by stating that he reads my articles regularly--a good start that !—and he proves the truth of this preliminary statement by remarking that he has noted how, from time to time, I am handicapped in dealing with inquiries by lack of information. He hands me a letter about his trouble, which is so full of interesting detail that it verily
constitutes an article in itself. Indeed, it is only considerations of desirable secrecy which prevent me from reproducing it in full and almost verbatim. Such quotations as I may safely give, without risk of violating confidence, I propose to give now, as a preliminary to discussing the problem which he sets out for my solution.
His buses are four in number, and the seating capacity of each is six only i He keeps a, couple of spare chassis of the same make, as spare parts stores. Ti my experience goes for anything, those two-chassis will be quite inadequate for the purpose.
There are always, he continues, two buses in service, and always one in for repairs. (I wonder what the L.G.O. Co. would think of that for a percentage efficiency!) .
The route is 13 miles long, with 10 stopping-places on the journey, and an hourly service is run. This timing allows of a five minutes' stop at each terminus. With two buses, this means that the oneway journey of 13 miles takes 50 minutes. This, apparently, is the limit of the trip, for the buses, I am informed "do full legal limit over straight stretches between stopping places and still have nothing to spare, especially when not ' pulling ' well." The fare for the full journey is Is. 8d. The stage fares total Is. 10d.
Bus Earnings Assist in Further Fleet Purchases. The history of this little undertaking is interesting, as showing how a business may be built up. It was only started about nine months ago, operating
one bus over a route of five miles. Trade being good in the district, this enterprise paid and a second bus was purchased out of the takings, in less than two months from the start, a third in another month, and yet another in the succeeding four weeks. The two spare chassis had also been bought, second-hand, in the meantime, presumably 'at a very low figure. One thing worthy of note is the decision to stick to one make of vehicle—a policy which, notwithstanding the disability in respect of "in dock percentage,' has been found to be worth while. Presumably, had various makes of chassis been bought, the time in dock would have been increased on account of the delay in obtaining spares, apart from the expense involved in keeping a minimum stock of spares for half a dozen different makes of vehicle.
I am not quite clear how many " partners " there are in this concern. Presumably there are two, but I am told that the business is good enough to allow of the employment of two spare-time drivers, who each receive E2 a week, Whilst the partners themselves take £3 a week each from the proceeds. Actually, notwithstanding dislocations on account of breakdowns, -which reduced the weekly takings on occasion to 25 or E6, the total income in 34 weeks has amounted to 2830. The present position is,-that " all bills are paid, the rolling stock amounts to four complete buses and two spare Chassis, and the
stock of spare parts is worth 240." The firm is, therefore, financially in a very sound position. Trouble now comes, in the shape of competition, and this time, instead of the newcomers being small companies, stealing the business and part of the thunder of a large and powerful concern, it is the large and powerful concern which is bearing down with a full spread of sail and all guns unmasked, on the little company. According to my correspondent, the big concern is "out to murder us." It has put a couple of fine 26-seater saloon buses, on giant pneumatics, on to the route. "I do not," he continues, 'grumble at the competition. I expected it ; but the manner of its operation is hardly cricket, and I would like your assistance in fighting it." At first, he tells me the small buses had the pull over the newcomers by reason, of their superioi speed. So soon, however, as this became apparent, the rear-axle gears of the big fellows were altered, so that the advantage was considerably minimized. The next move on the part of the big concern was to bring in a powerful and speedy 14-seater—another
fine saloon, and, with this, they kept in front of our friend's vehicles all the way, skimming the cream of
the traffic. This, again, is not actually matter of complaint, since—as my friend confesses (fair-minded fellow this!)—he did the same with his small buses when he had only the slow-going big saloons to beat.
The latest move, however, appears to be—as one might put it—" close sailing." The controllers of the big concern have plastered their buses with notices warning their clients against the machinations of " pirates." A very hat move that.
The conditions now—with cut fares—are such that my friend and his partner are still running at a profit, but only a meagre one. Competition can only be met, he thinks, by the purchase and employment of a 14-seater saloon, to run against that of the competitors' during the rush'hours. On the purchase of that ''bus he wants advice, particularly regaraing:one specihc make. He wants soineaid in revising his fare charges, and to know how,to keep his books, and a lot of other things besides. With all these matters I intend to deal in subsequent
articles. THE SKOTCH.