OPINIONS and QUERIES
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THE NEED FOR DESIGNING FOR LOCAL CONDITIONS ABROAD.
The Editor, THE COMMERCIAL MOTOR.
[4237] Sir,—I am indeed glad to see that you have turned the attention of your readers to transport problems in Africa.
I thoroughly endorse the statement that "the African market still awaits . . vehicles suited to its particular requirements "—nor is that the only Colonial market waiting for the British manufacturer.
The simplest reason why the American vehicle is sometimes preferred to the British (apart from considera, lions of the nature already put forward in your columns) is that the ratio of power developed to gross load and average conditions is relatively high in the former case.
It may be taken as roughly true that on the east coast of Africa the rise from the sea to high table-lands is rapid and that the bulk of white settlement and development in Central and South Central Africa is between 4,000 ft. and 9,000 ft. above sea-level. At a mean of 6,000 ft. the theoretical loss in power is some 18 per cent —in practice, whatever the cumulative reasons, it is more like 38 per cent.
I have tested this with an engine and dynamo run here at sea-level and run again with identical load and recording instruments at 6,000 ft. in East Africa. I have before me the tests of three identical 75 b.h.p. engines ,(sea-level conservative rating) which could not, under similar conditions, develop more than 47 b.h.p.
In plain language there is no single thing in tune, whether loads, gears, back-axle ratios, compressions, jets, or aught else, under these conditions, yet fuel is at a prohibitive price.
Put otherwise, one is condemned to a loss of at least 4d. in the 1s., a good deal of which is avoidable, if only the manufacturer of vehicles, tractors, etc., will assist.
The really distressing thing is that the whole of the loss of power falls on pay-load or tractive effort. Thus, at sea-level it may require one-third of the maximum available power to move the unladen vehicle at x miles per hour under given conditions of surface, speed maintamed,. etc., and two-thirds remain for pay-load or profitable haulage. If, therefore, at least one-third of the power be lost through altitude, there remains but half the sea-level residue for load or ttactive effort—and costs may be doubled where fuel is most expensive.
One has to admit as a Britisher, however sorrowfully, that these facts arc very consistently waived by those B40 who may know nothing of the real conditions, or who prefer to ignore them. How often has one seen the most expensive of machinery installed which failed to function satisfactorily because of the lack of harmony between its component parts and their conditions, or between the manufacturer's knowledge and his desire to effect a sale?
To establish confidence in the buyer is probably a first rule of salesmanship better understood by the foreign commercial representative and his principals than by our own people (principals especially).
The subject is a large one and not unimportant, and if the publicity you give it assists to improve matters there are many of your own race abroad who will be
indeed grateful. OUTIS. London, S.W.1.
THE COACHING TRADITION.
The Editor, THE COMMERCIAL MOTOR.
[4238] Sir,—Many observers share the "peculiar way of thinking," if such it be, referred to by your contributor Francis Jones in his article in your issue dated Ikcember 22. It is a matter for wonder why the priceless heritage which finds expression in "The Romance of the Road" has not been more fully realized by those whose livelihood depends thereon. So far, with one or two exceptions, its magnetic possibilities seem to have been unecog,nized ; yet it holds one of the most potent factors in the desire for travel by road.
The Motor Hirers and Coach Services Association, the proposals of which so opportunely appeared on the opposite page to that of your contributor, would do well to keep this point prominently in mind when evolving plans for the great push in the coming spring, if great push it
is to be. J. HARDING,
London, S.W.19. The "Silent Guide" Service.
DIVIDING MAINTENANCE AND TRAFFIC OPERATING COSTS.
The Editor, THE COMMERCIAL MOTOR.
[4239] Sir,—I thank you for your reply to my previous letter, also for your Tables of Operating Costs, but I am afraid I am rather puzzled about one or two points. You refer me to your Table XV, and here it is divided under different headings. Under the heading "Standing Charges" you have wages at so many pence per week. How are these made up, and is it possible to separate the repair workshop and garage staff wages?
Actually I am trying to cut a bus company's operating costs into two parts, one part engineering and the other part traffic ; and I presume that a certain percentage of the wages belongs to the engineering staff.
The items under running costs are my responsibility, whereas rents, rates, insurance, licences, interest and drivers' and conductors' wages, also traffic charges, are • not, and I personally would like to know what a reasonable cost would be to run my side for any given mileage the traffic side like to put up.
A further point is: in your foreword you give the life of a marhine as 100,000 miles. When a machine is run in excess of this is one allowed an increased figure for maintenance, for the cost per mile obviously increases, yet one should cut out the 2id. for depreciation? Here also wages should increase on the engineering side, for a machine needs more attention as time goes on.
Your fuel consumption seems to be worked out to an 8 m.p.g. basis, and lubricants to a 327 m.p.g. basis, unless, however, you make allowance under the lubrica nts for gear oil and grease.
According to our experience, the fuel figure would be about 7.5 m.p.g. and oil about 380 m.p.g. for the fleet.
MAINTENANCE.
[The item " wages " under standing charges, as quoted in Table 15 of the Tables of Operating Costs is for drivers' and conductors' wages only. It does not, therefore, concern you. The item " maintenance " in the running costs is the figure in which you are interested. To take an example: 1.86d. per mile is the figure for a 26-seater
bus. For 28,000 miles per week that is equivalent to 4217 per week. That, of course, is an average figure, and in the figures from which the averages are calculated there are many which refer to much smaller fleets, the maintenance cost of which is more expensive than I anticipate is likely to be the case with you. You, therefore, will no doubt be able to carry out your maintenance for much less than that. At the same time, however, should point out to you that in the case of a bus company operating 50 or 60 buses as you do, this item maintenance would have to cover rent and rates of the premises devoted to maintenance and repair, cost of lighting and heating and water supply to those premises, cost of plant and service equipment of all kinds, including small tools. Cost of the maintenance and upkeep of all the foregoing building, plant, equipment, etc., the insurance of all buildings and plant, the wages of all the employees in the garage and repair departments, including the men employed on washing, in the stores, wages of labourers, porters, as well as machine hands, fitters and mechanics generally. It would have to include a proportion of the overhead costs of the establishment generally, so as to provide for clerical work and so on. It must provide for the purchase of all spare parts and renewals and so on. With regard to the life -of a vehicle. The cost of maintenance does in actual fact increase rapidly when the 160,000 miles is pamed. Experienced operators in this country tell me that 128,000 Miles is sufficient. I cannot, however, give you ,any useful information as to the way in which that cost,of maintenance 'does increase. Your figures for petrol and oil consumption are about what I should have expected. It is not likely that more than 7i m.p.g. would • result from vehicles the average age of which is 41 years.— S.T.R.]