OPINIONS and QUERIES The Editor invites correspondence on all subjects
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connected with the use of commercial motors. Letters should be written on only one side of the paper. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Who Originated the K-type London Bus ?
The Editor, THE COMMERCIAL MOTOR.
[2983] Sir,--On reading your article on the forwardcontrol cab, I thought it might be of interest to you to have the early history of this form of construction, which first saw light in the month of October, 1913. At that date I made a 1 in. to the foot scale drawing on a Leyland-type chassis of the original type of bus known to the public as the K-type, which was the forerunner of the present types in general use.
This drawing was taken to Scotland Yard and left there for a month for consideration. At the end of the month I called to hear the result, but the drawing was merely handed back to me with the report that the bus was considered to be much too large and cumbersome for the streets of London and could not be approved.
As I well knew it was a type that was badly wanted, when I left Scotland Yard I walked over to the L.G.O.C. offices, then in Grosvenor Road, and asked to see the head draughtsman. He looked at the drawing and his first comment was that it was impossible to put the driver's cab as shown. I told him of the Scotland Yard report and said that if he wished he could have the drawings as a gift for future use.
The war stopped any further work in this connection, but after it was finished the idea was carried out and the first bus of this type was produced.
Some short time after the introduction of these buses I had occasion to call at Scotland Yard on Other business and in the course of conversation with the head of the Public Carriage Department I asked why the drawing could not have been passed when I asked them, seeing that in 1920 they were approved for anothef party.—Yours faithfully, R. HORSLEY. Brighton.
Charges for a One-tonner on Municipal Work.
The Editor, THE COMMERCIAL MOTOR.
[2984] Sir,—Will you kindly give me the necessary information as to what I should charge for a one-ton wagon for council work? It will consist of collecting ashes from house to house, with a mileage of about 20 miles to 25 miles per day two days per week ; also collecting road sweepings during half a day weekly. The remaining time will be spent on road-repair work, such as carting stone, tarmac, granite chippings, etc.—
Yours faithfully, J. MEADOWCROFT. Luddenden Foot.
[I think I can best reply to your letter by giving you details of the operating costs of your vehicle as they would occur in the case of the ordinary user. I anticipate that you will make certain corrections to these, because of your special circumstances, although it has always seemed to me to be unfair that a garage proprietor should in that way compete with those who may possibly be his own customers.
The cost of operation will be made up of the following running costs :—Petrol, 16 m.p.g., 100 to 125 miles per week, Sc. to 9s. 4d. per week; oil, 1 pint, 6d, per week; tyres, £25 per set, 20,000 miles per set, 2s. 6d. to 3s. 2d. per week ; maintenance, 5s. to Os. per week ; depreciation, 3s. to 3s. 9d. per week ; totals, 19s. to 22s. 9d. per week. Standing charges: Licences, 6s. per week; driver's wages, 66s. per week; garage rent, 5s. per week ; insurance, 6s. 3d. per week; interest, 5s. per week; total £4 8s. 3d. and a total of operating costs from £5 7s. 3d. to £5 Us, per week. On to that must be added your establishment charges and profit.—S.T.R.] Need the Diesel Engine Smoke ?
The Editor, THE COMMERCIAL MOTOR.
[2985] Sir,—Having read many of the letters that have appeared recently in your valued paper, and noted the claims made by some of the leading manufacturers of crude-oil-engined vehicles, may I draw attention to the absolute absence of smoke and noise when starting or running the Mercedes-Benz lorry, which shows it to be past the teething stage and places it much in advance of all its competitors.
Rumour has it that a smoke-abatement society may consider taking action in some districts against makers and users, in order to protect the residents. Had the R.A.C. organized and carried out the road trial suggested last year (but dropped at the request of one or two English manufacturers) it would have done much to advance this somewhat new branch of the industry and would have opened the eyes of transport users to the great advantages of crude-oil vehicles. It would also have brought a rich harvest of medals, trophies, etc., to our, already overcrowded, medal and trophy museum.
The small amount of organized scientific research carried out in many of the English works, as compared with what is done abroad, is appalling.—Yours faithfully, ERIC W. GOSLETT, Commercial Vehicle Dept., For MERCEDES-BENZ, LTD.
An Interesting Chapter in the History of the Road Roller.
The Editor, THE COMMERCIAL MOTOR.
[2956] Sir,—An interesting ceremony was performed at Rochester the other day when gold watches were presented by the chairman of Aveling and Porter, Ltd., to 16 men who had been in the firm's service for 50 years or more. The steam roller has been such a familiar sight to most of us from our youth upwards that it comes as rather a• shock to realize that these men have seen it develop almost from its inception 62 years ago. Theirs has been the interesting experience of watching its evolution right from its first crude and cumbersome form which caused such consternation amongst horses and made the famous " Invicta " so apt a trademark ! How little did the horse in those days reLlize that the engine which scared him so much was really a good friend—saving him many a lame foot, for until the late Mr. Thomas Aveling invented the steam roller roads were made up by throwing down quantities of loose stones, which were levelled out by passing traffic —a cruel proceeding for the animals which had to share in this duty.
The first steam roller was an enormous affair with the funnel between the back rollers, a huge front roller, a platform at axle height at both sides, and the driver stood on one side steering the machine with a large wooden wheel like the helm of a ship. In 1880 the steam roller had changed its form and resembled a traction engine with rollers instead of wheels, and since the front rollers had to be tucked away under the smokebox they were, according to modern ideas, ridiculously small. The saddle bracket and large front roller were introduced later, when the Aveling roller took on a shape similar to that of the present highly efficient machine.
These 16 men have also seen the introduction and development of the Aveling Diesel roller.
In the course of their lives they have assisted in the construction of thousands of steam rollers and hundreds of Diesel rollers. The products of their labours have gone into many distant lands. Half a century ago the U.S.A. was one of the concerres best customers, and even to-day Aveling and Porter rollers are working in many American cities. There are still a few American dependencies from which the British rollers have not been shut out by high tariffs, and these are still taking the machines of our manufacture,
Iceland is a country not usually associated with the use of road rollers, but several Aveling and Porter rollers are working there, .whilst at the opposite end of the earth hundreds have been sent out to Australia and New Zealand.
The firm's rollers are a familiar sight miles up country in China, in India and Africa, as well as in America and Europe. It is almost impossible to name a country or even island of any size where Aveling and Porter rollers cannot be found..
Besides the 16 men with 50 years' service there are 19 with between 40 and 50 years', 52 between 30 and 40 years', and 58 between 20 and 30 years'-a total of 145 long-service men.-Yours faithfully,
W. H. TEMPLE,
For AGRICULTURAL AND GENERAL ENGINEERS, L.
Charges for Private Hire.
The Editor," THE COMMERCIAL MOTOR.
[29871 Sir,-A short time ago you kindly replied to a letter of mine concerning the running of two 10 h.p. saloon cars on hire work.
I decided, however, in the interests of my clients to give up these two cars and run one 1930 12 h.p. Austin saloon to seat four passengers besides myself, and at the same time slightly to increase ray charges.
Instead of paying 15s. a week rent for two lock-ups, costing £39 a year, I now have one at 10s., totalling 126 a year, thus saving £13 in rent.
I also have to pay only £13 tax, instead of the £20 on the other two cars. insurance I am not sure about yet, but by having this one medium-sized carinstead of two small ones I save £20 a year in taxation and garage rent.
I charge 7d. a mile for runs up to 50 miles, and 6d. a mile over that distance. For theatres, dinners, dances, etc., my prices would remain about the same as 'before. Station work 1s. a mile, charging one Way only as I am favourably situated for the London termini.
• Your last reply was quite all right in theory, but did not work out right in practice. I do all my ownwork, do not employ anyone else and do not advertise. Most of my clients are obtained by recommendation. I have about 100 tariff cards printed about once in 18 months, costing 15s. to £1.
I am charging the following rates :-Dinner and
theatre, allowance 25 miles, 6 p.m. to 12 p.m., is.; theatre only, allowance 25 miles, 15s.; shopping and visits, 5s. per hour ; local dinners and dances, 7 p.m. to 11 p.m., 12s. 6d. I started this 12 h.p. Austin on January 1st, owing to the fact that the current licensing year starts
on that date.-Yours faithfully, W. M. FAIRE. London, S.W.
You got rue into great trouble over your previous inquiry and it is rather curious that whilst you think that the prices I recommended you to charge were too high, I had letters from other correspondents scolding me for advising such low rates.
With reference to your new venture. You give me no indication of your mileage and it is, therefore, difficult to estimate the cost. The running costs of your new vehicle shouldbe approximately 2d. per mile and the standing
• charges £2 16s. per week, including £2 10s, wages to yourself as driver. Add £2 14s. per week as profit (you assure me that you have no establishment charges) and you get a total of £6 10s. for standing charges and profit. Taking the week to comprise 50 working hours, this is equivalent to 2s. 7id. per hour, and you, should add 3d. per mile.
On that basis a 50-mile run, assuming three hours, should be charged at 7s. 10id., plus 12s. 6d., totalling £1 08. 4id. Your charge of 7d. per mile brings in 29s. 2d.
A 100-mile run, assuming six hours, would be 15s. 9d., plus 25s., totalling £2 Os. Dd. At 6d. per mile you would obtain £2 10s. .
Dinner and theatre, allowing six hours and 25 miles, is 15s. 9d., plus Os. 3d., or 22s.. as against your charge of a guinea. Theatre only, allowing four hours, is 8s. 6d., plus 6e. 3d. for 25 miles, equalling 14s. 9d., as against your charge of 15s. Your charge for shopping and local visits will be correct if the distance covered does not exceed eight miles.S.T.R.]