STRACHANS SETTING A TREND? 'Lek Moses C ONVINCED that municipal bus undertakings
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must adopt a new concept of bus operation to meet the challenge of ever increasing costs; Strachans (Coachbuilders) Ltd., Hamble, Hants, is launching a vigorous new sales campaign aimed largely (though not exclusively) at the municipal bus market.
Speaking at a dealers' conference in London last week, at which the full new range of Faceline models was announced, Mr. I. W. Munro, managing director, stated that he believed many operators were losing money. With growing traffic he felt that the bus would play an ever-increasing role operating feeder services either directly into town centres, or feeding from outer suburbs on to trunk routes into city centres.
For this type of work Mr. Munro felt that a light bus in the 46-seater category, purchased through dealers, and traded-in for a new vehicle after three, five or seven years' service was a better proposition than the expensive heavy-duty vehicles at present favoured by most municipal operators.
When I discussed the new proposals with Mr. Munro, he told me that by employing a standard bus, purchased through dealers, operators would be saved the expense of drawing up elaborate specifications for buses which had to last at least 15 years. The lighter buses would still have a good trade-in value after, say, five years, and there should be a considerable saving in maintenance costs, with overhauls virtually eliminated. A large stock of spares would be carried by Strachans, and dealers would hold small stocks of vital spares.
Whether municipal bus operators, who, frankly, appear to enjoy their individual autonomy, will take kindly to this concept of bus purchase, remains to be seen. However, it is a concept I feel ought not to be lightly dismissed. The major obstacle is probably the fact that the majority of municipal undertakings possess elaborate overhaul works themselves—this would defeat the point of exchanging units requiring major attention for reconditioned units from the dealers if reconditioning facilities on their own premises remained idle.
On the other hand, what good answer have the smaller undertakings for not going over to this method of frequent vehicle renewal on a gradual basis? A further development along these lines was the leasing of buses from dealers, suggested by Mr. Munro in the discussion which took place with the dealers. Can bus operators company and municipal—afford to ignore this concept of operation?
Buses for Dorset One section of the company bus field has already decided to experiment with Pace
saver buses. These are the twin Tilling companies of Hants and Dorset and Wilts and Dorset, who have ordered five and two dual-entrance Bedfords respectively. The buses are for delivery next year.
Turning now to the models themselves: The Pacesaver II in standard 46-seat form based on Bedford YAM or Ford R192 chassis is already quite well known. A 53-seat version of the body is also available for the Bedford VAL and Ford R226. Frontentrance, central-exit versions seating 43 and 50 passengers respectively are also available.
A two-door standee bus, named the Pacemax, is also available. Axle loadings limit the maximum passenger capacity to 64; the standard seating layout (30 passengers) is illustrated, but alternative layouts and seating capacities are available.
Finally, a new model added to the range is the Paceway Express. This is a 45-seat or 53-seat dual-purpose body available on 32ft. and 36ft. chassis respectively. A high standard of interior trim is standard in this model, and comfortable full-luxury seats are available.
By employing a high degree of standardization a reasonably-priced quality vehicle could be produced, stated Mr. I. U. Cooke, sales director. The standard body price for each model included two saloon heaters and demisters. In addition, a full range of optional extras was available.
Standard body prices are as follows:
Pacesaver II Bedford VAM £2,530 Ford 5192 £2530 Bedford VAL £3.105 Ford 6226 £2,960 Pacemax Bedford VAM £2.990 Ford R192 £2.990 Paceway Express Redford VAM £3.198 Ford R192 £3.198 Redford VAL £3.850 Ford R226 £3,705
At the conclusion of the conference, demonstration runs were made in a Pacesaver Mk II on Ford R192 chassis, and in the latest addition to the range, the Paceway Express, mounted on a Bedford VAM chassis with Bedford 330 cu. in. engine.
The run in the Pacesaver from central London to Heathrow via M4 was dominated by the noise of the Ford 360 engine. This was a problem which Strachans were now dealing with, stated Mr. Munro, and all new vehicles were being treated with Revotex Aquaplas sprayed beneath the bonnet cover. The demonstrator had not been so treated.
The finish of the Pacesaver body was quite reasonable, though perhaps not quite up to the standard demanded by municipalities for normal bus work. However, opting for one or two of the "extras" (£63 10s. Od. for plastic radiused window finishers, for example) would soon remedy that.
The return journey from the airport in the Paceway Express was a very comfortable experience, the sound-deadening treatment described above being very effective. Although based on the same standard shell as the bus, the express vehicle possessed a very acceptable standard of comfort.
One thing both models had in common was a smooth, well-sprung ride.
One-man Buses for Luton?: The Luton Corporation transport committee has instructed the general manager to investigate the practicability of purchasing up to 10 single-deck vehicles suitable for one-man operation and to report in detail to the committee.