EARLY SEASON COACH FARES.
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Factors Which May Influence This Year's Rates.
ARE NOT motor coach owners who start off their season's advertising by talking of the great slump in char-abanes prices, thus hoping to attract business, joursumg very questionable publicity methods!
The 1923 season is yet in the offing, and when, early in February, companies start telling the public that "having solved the problem of cheap running, we are now in a position to give the public the benefit of cheap outings "—as one company has done already in South-west Lancashire—one is inclined to question whether the coach 'owners, those who remain in the field, are mindful of all the hazards aksociated with their business.
So far as the early season fares are concerned, there are, generally speaking, three schools of thought. The first contends that the beat policy is to fix rates in the early season and adhere to them rigidly the season through. All sorts of factors have operated against the successful carrying out of thia desirable proposal. Another body of opinion, more weighty than the first, MVP, " By all means fix minimum rates in the early part of the year, but, start off by getting the best fares possible, lea6ng them to find their own level later on, provided they do not drop beneath the scale fixed." Unfortunately, the cohesion amongst coach owners has not been sufficiently strong to•arrest the downward tendency once the rates have begun to° weaken. Finally, there are those coach owners who believein a graduated scale of charges, and at their height during the holiday times.
This year, the motor coach industry starts off with its ranks depleted and its organization, if anything, weaker than last year. Local associations in many instances in the past. did not function effectively, and some of them, known to the writer, have not raised their heads so far this year. Let it be said, here and POW, that. a local association of char-ileums owners, even if it is weak numerically, and is composed of members who find it difficult to reach decisions, is the lesser of two evils—the alternative being im semblance of organization at all.
In view of the entirely new set of con. ditions which hiss to be faced during 1923, one might well ask, with what outlook should one visualize the coming season's trade! Rates last year in all parts of the country went by the board and, in numberless cases, passengers were booked at ruinous farm Obviously, if we are going to start off on this basis in 1923. difficullies will only be nuikiplied. The first step, therefore, should be to establish stability in fares and to restore confidence amongst the public. A new factor this year is the lowering of railway rates, and whilst last year the railway companies made a bold bid for traffic from the thickly populated centres like Manchester and Liverpool to Blackpool, Southport and other watering places, and also for big works' outings, at the cheap fares, against which some coach owners quoted competitive rates, the probability is .that this summer low fares will again have to be quoted tor mass bookings of this description. At the same time however, it would be folly to ignore the fact that the motor coach makes an appeal to the passenger that is particularly exclusive, so that, if the margin of difference in fares is not excessive, the coach is likely to merit considerable attention from the organisers of private parties. Single-seat bookings, for day and halfday tours, is a very speculative business, and there was ample evidence last year that the demand was more for something in the nature of a " novelty" tour— giving the phrase a generous interpretation—than for a run to destinations easy of access by railway train at excursion fares.
One firm of coach owners in the Waterloo district of South-west Lancashire is quoting the new season's fares on the basis of 11d. per mile.
Tours on the weekly payment system
are now more popular, and some of the•big owners have given their blessing to
this method of doing business by issuing official payment cards.
Arrangements are being made by coach owners for "covering" the Grand
National next month. Bookings for this event are made at a fare which is
inclusive of luncheon, admission to the course and the journey to and from the racecourse.
Saving Weight in Coach Bodies.
We have often had occasion to refer to the all-metal coach bodies whisb are produced by Messrs. Melts and Westerman, 42, Waterford Road, Walham Green, London, S.W. 6, and a further example of this company's productions is shown by the 16-seater motor coach body fitted on a Crossley tender chassis, which is illustrated on this page.
The company's special system of steel construction is employed in the manufacture of the body, the total weight of which, including wings and valances, is approximately 9 cwt. ; this, it is claimed, is about half the weight of a comparable body built of ash. In this design of body special attention has been paid to passengers' comfort, and the lower part of the backs of the seats are rounded so as to provide ample leg room; the backs of the seats are also particularly deep, in order to give ample support to the pas senger'is body. Two doors only are fitted on the near side, one giving access to the front row of seats, and the other to tie rear portion, access to the third and fourth rows being gained through a central gangway. There is, of course, a door on the off side which is intended for the sole use of the driver. The upholstery is carried out in leather, and aluminium moulding running along the top sides of the body gives the vehicle an attractive appearance. A one-man hood is fitted, the total cost of the body as shown being £225.
Coach Owners Selling Up.
One day last week there was offered for sale by public auction, at St. Helens, two large motor garages, complete with machinery and cars. The bidding -fig the Marshall Garage premises, which about three years ago cost £14,000 to build, along with a full set of machinery and plant and six chars-a-bancs. was carried to £7,500, when it was withdrawn. The works of the Automobile Engineering Co., Parr Street. which included plant and seven chars-a-banes and a touring car, were also offered, and when the extent of the bidding had reached £1,250 these were also withdrawn, with the prospect of a sale by private treaty.