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Answers to Queries.

17th May 1917, Page 20
17th May 1917
Page 20
Page 20, 17th May 1917 — Answers to Queries.
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Which of the following most accurately describes the problem?

The Thomson.-Bennett Magneto.

[4231] (S. Devon).—We have had pleasure in forwarding your communication to the ThomsonBennett Magneto Co. The address is Arden Works, Heneage Street, Birmingham.

Difference in Weight "of 56 in. Wheels and 40 in. Wheels for Motorbuses. [4232] (Designer).—A typical set of British-made cast-steel wheels, such as the type which is supplied by Joseph Sankey and Sons, Ltd., of Hadley Castle Works, Wellington for a motorbus, weiglri 884 lb. for 40 in. wheels, and 764 lb, for 36 in; wheels. The approximate difference is thus seen to be 120 lb. for the set. We have a case before us in which for a heavier type of British all-metalwheel„ the actual difference for each driving wheel is in the vicinity of

60 lb per wheel, inclusive of tires. and rims. The weighta which we give for a set of Sankey wheels are without tires and rims or ball-races—in tact, for the castingt only, after machining.

Concrete Roads.

[4233] (Estate Development).—We think you will do well in due course to consider the matter of making your approach roads, leading from the main trunk road to which you refer, of reinforced concrete with a topping of fine concrete. Concrete is reinforced for road-construction purposes very much as it is for building factories. Rods of iron and lengths of thick iron wire are suitably interlaced before the concrete is mixed and poured, the building up of the supporting .wooden boxes being a simple matter, and practically standardized, many wooden boxes being used over and over again in many cases. The Council of the Roads Improvement Association recently decided to call for a report on concrete roads, and reinforced concrete foundations. . Mr. H. P. Boulnois, M.Inst.C.E., formerly city engineer of Liverpoorand deputy chief engineering inspeotor to the Local Government Board, has been instructed to prepare this report. We cannot say when it will be ready.

You will certainly do well to communicate in due course with the British R.eirfferced Concrete Engineering Co., Ltd., of 1, Dickinson Street, Manchester.

Offering Accessory Patent Rights for America.

[4234] (Patentee).—There is no fixed method of sellmg American patents. You might like to look out some of the accessory factors in the American papers, who correspond with Brown Bros. Ltd., Smith's Accessory Co., Ltd.. ISTarkt and Co.. Bros., and similar companies, and-'write to them. For example, you might try the undermentioned American firms, whose names are within our knowledge :—

Steward-Warner Speedometer Corporation, Chicago, Ill., U.S.A.

Splitsdorf Electrical Co., Newark, New Jersey,' U.S.A.

Atwater Kent Manufacturing Works, Phila. delphia, U.S.A.

Philips-Brinton. Co., Kennett Square, Phila delphia U.S.A. • " '• ' •

-.We give below the names and places of nublication of the best-known American motor journals :—

' " The Automobile," 231-241, West 39th Street, Ne.w York City. • " The Horseless Age," 93, Madison Avenue, New York ,City.

I" Motor Age," Mailers Buildings, Chicago.

" The Motor," West 40t11 Street, New York City.

ad541 • Any Difference to His Wife's Separation Allowance • on Transfer from M.T. A.S.C., to Infantry.

[4235] (Private),—The reparation allowance to your wife and family will be the same on your transfer to the infantry as while you were in the MT., A.S.C.

Proportion of L.G.O.C. Expenses to Total Receipts.

• [4236] (Statistics).—The expenses of the L.G.O.C. are usually, sub-divided into administration, traffic maintenance and depreciation. The percentage ' of the foregoing, reckoned together, for each of the past four years, has been : 1916, 93.3; 1915, 90.2; 1914, 88.6; 1913, 91.0. These percentages show the rEitio of the indicated expenses to total receipts.

Standing Charges and Inclusive Working Costs for a One-ton Electric Vehicle.

[4237] (Traffic).--We recall a calculation by Mr. S. L. Pearce, M:Inst.C.E. chief engineer to the Electricity Department of ihe.Manchester Corporation, which he put forward in a report some six months ago. This showed that the standing charges on a battery-equipped vehicle with a load capacity of one ton were Is. per hour. He indicated the basis of his calculation to be the adoption of 2500 working hours per annum, i.e., be accepted 30 hours per week for 50 weeks in the year. He took five years as . a reasonably-safe working life for the battery, and he ignored its possible scrap value after five years. .The details of his calculation were the following :—

It is to be noted that, if the interest rate be taken at 5 per cent. instead of 4 per cent., the 'standard charge becomes 12.27d. 'per hour. . The wages of the driver. have, of course, to be added, if thought desirable, although such wages are not strictly a standing charge—certainly not in any peculiar relatioK to the type of vehicle. •

The vehicle-in respect of which Mr. Pearce reported was a G.V.C. chassis.: with a, 3 hp. motor (capable cif 200 per cent.' overload for short periods) and a standard Edison battery. Mr. Pearce was of opinion that 2d. per mile was a desirable reckoning to cover the following: current-(at id. _per unit), ..0.5d. ; tires 0.fid. ; repairs and upkeep, 1.nci. . He Pointed out in his report that, . whilst the makers state that the battery will last for at least ten years, or alternatively for 100.000 miles, the guarantee is only for four years, for which reason he adopts five years as the working life. It will be seen„ therefore, that battery replacement (233 -13s. 4d. per annum) is 0.8d. per mile run, on the basis'of 10,000 miles; of running in the year. As a matter of fact, Mr. Pearce giVe.s the' inclusive working cost for such a one-ton lorry as 7.65d. per mile.


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