Answers to Queries.
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Ow,-, readers will be informed by the Editor on any points connected with the construction or use of commercial motors. Where a direct reply is desired, a stamped and addressed envelope should be enclosed : if a request for privacy it not specially made, any query and answer may be published. Some replies, owing to pressure on our space, are held several weeks. Numerous requests reach us for lists of motorcab and commercial vehicle owners; these we never supply. Our advertisement
columns are open to those who desire to maim announcements to owners for their own benefit.
London Omnibus Particulars.
[1,880] " PARIS " writes :—`. I am taking the liberty to ask you if you would kindly give me the following information, for which I thank you in anticipation. The information I require for the purpose of snaking a comparison between London and Paris motorbuses.
" (I) What is the weight of a fullyequipped London motorbus, both with and without passengers, and with and without canopy '? '(2) The length and the breadth of the London inotorbuses with and without canopy.
" (3) Would Scotland Yard object to a longer bus without top deck, carrying the same number of passengers, as we have now in Paris ?
(4) What maximum speed can London motorbuses attain?
"(5) How many miles per day on an average do London motorbuses run ?
"(6) What is the rate of consumption of fuel (petrol or essence) per mile, or for a 100-mile day ?
"(7) What is the average price per gallon for petrol in London, and also for lubricating oil?
"(8) Are the present motorbus companies in London using their own tires, or are they contracting with the tire companies for so much per mile How much are their rates now ? I remember that years ago these prices varied from 2d. to 14d. per mile. Of course, this depends also upon the number of buses running "(9) What depreciations are motorbus companies allowing on the lives of the chassis, etc. ? If 1 re • member well, they were calculated on a five-years basis.
"(10) -What is the percentage of motorbuses actually running ? Do you think 75 per cent. to 85 per cent. is a good average ? Alternatively, do you think that there are 25 to 30 buses out of a hundred generally undergoing repairs
"(11) Finally, I wish you would let me know, if possible, what percentage are your bus companies calculating in deducting the cost of running expenses, salaries, wages, etc., etc."
ANSWER.—With regard to your detailed questions, we answer them seriatim : (1) London motorbuses are not allowed to be fitted with canopy tops. The standard double-decker is built to carry 34 passengers, 16 inside and 18 outside. The present regulations, which are dated 30th August, 1909, require the maximum weight unladen to be 3 tons 10 cwt., or, alternatively, a total laden weight of six tons, of which not more than four tons must be on the back axle.
(2) The total length of the complete motorbus must, not exceed 23 ft., and the breadth must not be greater than 7 ft. 2 in.
(3) We believe that Scotland Yard would not favourably regard the employment of long singledeck machines. The present London standard vehicle is found to answer its purpose admirably, and it is popular with the London public. (4) Perhaps 20 miles per hour on first-class road surface ; but the point-to-point speed is, as a rule, about 10 m.p.h., on uncongested highways.
(5) Over 100, but this varies with the length of route and the number of journeys. (6) On the best machines, six to seven miles per gallon. (7) The L.G.O.C. has a special contract at very favourable rates. For moderate-sized contracts. petrol is obtainable at about 8d., and suitable lubricating oil at Is. 6d. (8) The tires are maintained by contract at so much per mile. Some of these contract rates, although known to us, we are not permitted to divulge. In certain cases it is at rates below 1.25d. per mile. (9) The latest approved method of providing for depreciation is to allow a working life of about 150,000 miles ; this is in the neighbourhood of a five-. years' life for a London bus. (10) The L.G.O. efficiency is much above 85 per cent. Anything over 90 per cent. is good. (11) See the Editor's paper at Brussels Congress (1910).
Double-bodied Trucks.
[1,881] "MILFORD" writes :—" Some litt c time back, I was very keen on investing in a two-bon motor lorry, my idea being to have a tilt covered body, and a platform body easily removable or fixed, this for the convenience for using it for two trades, but the business that I reckoned to rely on would be carry. ing coal. At the present tune, I am paying 3s. per ton for coal to be carted from the stat;on to con-. sumers' houses, the distances varying from 44 to 5 miles. When considering this matter, I could not satisfy myself that I could carry this coal at 3s. per ton myself, without making a loss.
"Perhaps I had better give you a few particulars. In some cases the coal would be delivered five or ten tons at one house ; in others, half-ton or one-ton loads. Which do you consider would be the most advisable machine for me to have—to carry one or twoton loads ? "
ANSWER.—In the absence of information about the useful mileage which you would be able to arrange that a motor vehicle should travel in your service, it is best that you should sub-divide the outgo into expenditure which is dependent upon mileage, and that which is independent of mileage. The former, for a two-ton petrol vehicle of approved design, will be, for fuel, tires, repairs and lubricants, in the neighbourhood of 3.25d. per mile ; you then must add the standing charges for driver's wages, storage, lighting and heating for store shed, insurances (about 7s. weekly), depreciation (about 17s. 6d. weekly), and interest on capital.
If you can arrange to give the vehicle an average mileage per week in excess of 300, the total cost per mile should come out at less than 7d., inclusive of the whole of the above-mentioned charges. If you can only arrange a low mileage, you must yourself work out the cost per mile. We are of opinion that the substitution of a two-ton wagon should pay you well, provided you can give it usefully not less than 100 miles a week, and there will be a larger margin in favour of the motor vehicle according to the addi. tional mileage which you can fix. It is of considerable importance to reduce the delays at places of call, as you will appreciate, and you will also want to take precautions to safeguard yourself against any sinking-in of the vehicle upon drives or paths leading up to houses. It is better for you to purchase a two-ton machine in any event, as it costs very little more per mile to run it than does a one-ton machine, whilst the load capacity, and therefore the earning capacity, is so much higher.