OPINIONS and QUERIES
Page 57
Page 58
Page 59
If you've noticed an error in this article please click here to report it so we can fix it.
Criticizing the Sixwheeled London Bus. Lining Worn Cylinders. Greater Comfort Needed for the Lorry Driver. Do Publicity Vehicles Pay? Interest in the Hesselman Diesel-type Engine. The Six-wheeler for Brick Transport.
A Criticism of London's Buses.
The Editor, THE COMMERCIAL MOTOR.
[3161] Sir,—There has been considerable comment lately on the new London buses, hut there are two features, perhaps, that interest some of your readers and for which they can probably offer some explanation.
Whilst appreciating the new L.T. (six-wheeler) type, I fail to understand why this is being put into service with an open staircase, whilst its contemporary, the S.T. type, has an enclosed vestibule entrance.
Furthermore, a short time ago your journal pressed for Windscreens for London's bus drivers. The L.T.-type has a windscreen, but the S.T.-type bus is still being put into service without this feature. This, surely, needs some explanation.'
I have for some time been a reader of your journal and have seen and read its contemporaries, but yours easily beats the lot and is ever getting more and more interesting and Useful. S. H. HASSELL. Lewisham.
Cylinder Liners for Commercial-vehicle Engines.
The Editor, THE COMMERCIAL MOTOR.
[31621 Sir,—It is surprising that manufaeturers of heavy commercial vehicles have not long since adopted detachable cylinder liners in their standard products, since these have been in successful operation for very many years in the heavier classes of internal-combustion engine.
The " dry " principle is, in the writer's opinion, merely a transitory stage to the final adoption of " wet " barrels, which offer all the advantages and none of the disadvantages of the " dry " type.
The question of structural rigidity when " wet " liners are used, also the possibility of water leakage, are difficulties which, in the writer's opinion, are easily surmounted by careful design. This is exemplified in the Halley product, which warrants careful scrutiny on these points.
The writer is inclined to believe that the frequent and unnecessary use of cutters on valve seats is responsible for much trouble ; nevertheless, he is of the opinion that renewable seats are a most desirable feature.
Carshalton. D. 111A0KBNztE.
A Plea for More Comfortable Drivers' Cabs on Motor Lorries.
The Editor, THE COMMERCIAL MOTOR.
[31631 Sir,—I recently had the opportunity for inspecting a Diesel-engined lorry, made by a Continental concern, which for many years has turned out a highly successful petrol lorry.
I was agreeably surprised at the remarkable coolness of the engine ; its cleanliness, and the absence of fumes and smell in the driver's cab.
The vehicle had just completed a 60-mile non-stop run, carrying a heavy load over hilly country, and, whilst the driver was high in his terms of praise of the vehicle's ,performance, he complained of the uncomfortable position of the driver's seat, and upon my taking up a position behind the wheel I was not at all surprised at his plaint. The cab was too narrow by far ; the seat and back-rest hard and uncomfortable, and it is not to be wondered at that the driver, squeezed in behind the steering wheel which hardly gave him room to breathe, should feel sore and uncomfortable.
Here was a motor vehicle costing well over £1„000 and a chassis embodying every modern improvement, yet the poor driving seat—for the sake of another 9 ins, on the platform—would have disgraced a solidtyred. chain-driven veteran of pre-war days!
Could not more attention be paid to the driver's comfort? Sitting for hours behind the wheel, surely he deserves a wide, roomy cab with a comfortable seat and proper support for his back, instead of the antiquated, uncomfortable accommodation which is so often prOvided these days, whether the vehicle be of British or Continental make, and steam, petrol or Diesel. engined ?
Preston.
Starting as a General Carrier.
The Editor, THE COMMERCIAL MOTOR.
[3104] Sir,—During the past twelve months, while have been taking your paper,I have received some Very useful information on different subjects.
I also note that there are many of your readers who Seek-your advice regularly on various matters appertaining to their business. Therefore, I should be very pleased if you could help me in any way in a new venture, In this area trade generally is rather slack, and as I am not doing very much in the haulage line at present I propose to commence a general-carrying connection to cover a 10-mile or 15-mile radius from here. What I want to know is the different rates to charge, also, are there special rates for various kinds of goods? I feel sure yours is the right direction for me to inquire, as you have such a wide knowledge on these matters, and anything that you can offer me in the way of advice
will be greatly appreciated. POTENTIAL. Wakefield.
[The way to calculate charges for general carrying such as you have in mind was fully described in three articles appearing in the issues of The Commercial Motor for December 17th, 24th and 31st of last year. If you can refer to those you will note that the size of the vehicle is the principal determining factor in cost of operation, and it will be necessary for you to let me have that information before I can deal in detail with your inquiry.
The motor haulage industry has not yet reached the stage of scheduling charges according to class of material. It is possible sometimes to obtain higher rates where goods are bulky or fragile. You should make inquiries privately as to what rates are current in your district.—S.T.R.1
Running a Publicity Vehicle.
The Editor, THE COMMERCIAL MOTOR. [3165] Sir,—I wish to put before my directorate a scheme for using a 30-cwt. van for advertising purposes and should appreciate your help.
The van would be used to carry goods to the docks, railheads, .etc., from a factory in London, and about Once a week a trip would be made to, say, Liverpool, 035 Bristol or Birmingham, etc. This would be chiefly for advertising purposes en route and would mean returning empty, but a full load would be taken right through, as stocks are kept at most large cities.
Although the cost of this would, naturally, not compare with the rates of the haulage people who are now handling the freight, and would not take enough traffic out of their hands to cause them any anxiety about our keeping business from them, do you consider that the results of a mobile advertisement (for foodstuffs) would justify the expense?
have an estimate from a contractor to supply a new vehicle, paint and letter, maintain, supply driver, etc., for £525 (15,000 miles and Sid. per mile after), hut before putting up the scheme I would like to give the cost if we arranged the matter ourselves.
Please, therefore, advise as to cost (including painting and lettering), tax, insurance: running cost per mile, wages necessary for driver and driver-mechanic, usual arrangements when away from home on journey, and distance covered per day when on journey (as for Liverpool, etc.). Our instructions for depreciation on private cars for travellers is to write off 40 per cent. per annum. Would this be sufficient for a van?
I have your Tables of Operating Costs, but will have to give all details, so any further information will be greatly appreciated.
• As I am not actually in the transport business this is asking rather a lot of you, but as one who finds more of interest in The Commercial Motor than in all the ordinary motor books I hope you will oblige.
Redhill. PUBLICITY.
[There is a good deal of variation in the prices of 30-cwt. chassis, that of the cheapest being MO and of the most expensive 1410. You will appreciate therefore that it is not easy, off hand, to deal with your inquiry. An average for the cost of a 30-cwt. van, specially lettered in order to emphasize its advertising value, might be 1415. The tax you would have to pay would be 125, the insurance 120 per annum. The running cost per mile would be approximately 3d., as set down in The Commercial Motor Tables of Operating Costs, and I expect that, with reasonable care, the vehicle would cover 15 miles to the gallon of petrol and from 800 miles to 1,000 m.p.g. of oil. •
The wages of a good driver-mechanic-1 do not think that you need two men—would be from 13 to L3 10s. per week. He could go to Liverpool easily in one day and come back the next, or, if necessary, I think he could make two complete return journeys in three days.
It is usual to pay a driver from Sc. to 7s. W. per night when he is away from home. There is no specific standard and sometimes even less than Sc. is paid.
The depreciation of commercial-motor vehicles is nothing like so rapid as touring cars. It is preferable to calculate it on a mileage basis, allowing from 150,000 miles to 180,000 miles of life, depending upon the quality of the vehicle.—S.T.R.] The Hesselrnan Heavy-oil Engine.
The Editor, THE COMMERCIAL MOTOR.
[3166] Sir,—With reference to your Editorial note to my letter No. 3151, in your issue for August 5th, I most certainly agree with you that there is room for more than one class of engine running on heavy oil, and I am glad to note that the Hesselman is a sweetrunning engine. The point I particularly want to make, however, is that, if possible, we must try to improve on the Diesel, and in doing this we should not revert to the use of the magneto and sparking plugs, which have been eliminated in the Diesel, or the use of petrol, which we certainly want to eliminate for good. This latter point, for passenger work especially, is of the utmost importance. From reports in my possession I gather that in the very near future we shall see Diesel engines running at much higher speeds and with a sweetness so near to that of the petrol engine that one will not be able to tell the difference.
It would be of great interest to many readers, I feel sure, if you could publish actual road-test figures of this engine, under load, which would enable a comport 036 son to be made with actual Diesel-engine road figures. The important figure is "pay-load ton-miles per gallon of fuel."
It would also be of interest to know the lowest speed at which this engine will idle, an important point when used on passenger work. From the power curve this appears to be nearly 600 r.p.m.
I regret that, inadvertently, in my last letter, when referring to the economy I stated "the former means about 43 per cent." This should be, as the makers state, 68 per cent. to 70 per cent. (saving in costs). Will you kindly publish this correction and my apology for the error. W. H.. GODDARD.
BeeStOD.
The L.G.S. Clutch.
The Editor, THE COMMERCIAL MOTOR.
[3167] Sir,---Referring to the article relating to the L.G.S. clutch, published in your issue dated July 22nd, may I take the liberty of suggesting that, although our clutch, at first glance, would seem to resemble the one utilized by Mercedes in chassis dating from 1903, unless we are wrongly informed, the working principles of our clutch are really quite different. The Mercedes clutch, as we understand it, had the coil spring entirely inserted in one cylindrical pocket, thus necessitating the entire impact bloW of whatever load the clutch was called upon to carry to be transmitted to the rest of the train of mechanism immediately from the end of the spring. The dominating characteristic of the L.G.S. clutch is that a number of turns of the coil spring is inserted in both the driven and driving cylindrical cups, so that the maximum load to be carried may be many thousands of times greater than the load which can possibly be transmitted to the end of the spring, where this end coil is energized by a roller or some other very light trigger mechanism. Our spring more nearly resembles the action of a series of five or six servo-brakes, each one backing-up the next succeeding brake.
L.G.S. MANUFACTURING COMPANY.
Indianapolis. W. CARLETON STARKEY, President.
The Transport of Forage.
The Editor, THE COMMERCIAL IVIOTOR.
[3168] am the Owner and driver of a Morris
Commercial 30-cwt. lorry and I have been offered the haulage work of a forage firm. Before I undertake this work I should like your advice as to what I should charge, as the mileage varies; also, there would be very short journeys.
The work would be Practically constant, at least four days per week, all the year. • The firm's premises are eight miles from where I live, so that I should have to run empty in the morning and return empty in the evening on most occasions. Should I charge for this or not? If I had to haul 30 cwt, of" meal 15 miles each way to one place only it would be best, I think, to charge by the mile. Another time I should have to take, say, . a 30-cwt. mixed load, which would consist of meal, corn, poultry foods, etc., a distance of 10 miles each way, and deliver from one house to another in portions weighing I. ewt., 2 qrs. or 1 qr.,_which would take longer than going to one place only. I think it would be best to charge by the mile, also for the time delivering.
Then there would be hauling goods from the station to the stores, a. distance of only a quarter-mile each way. I think time would be best for this. These are only three of the various jobs. B. SNunDEN. New Milton.
[Your vehicle costs you £4 10s. per week for standing -charges, plus practically 3d. per mile running costs. The items covered by these costs are indicated -in Table I of our Tables of Operating Costs and I think you should base your charges on these figures, adding something to the standing charge for profit and id. per mile to the running, cost to cover your dead mileage—that is the eight miles out and home. I will .now show you .how to apply these figures to the three eases -you quote. £4 10s. is approximately 2s. per hour. Mourning you want to make lo. per hour profit, then you must so arrange your charges that you get 3s. per hour for time only, plus 31d. per mile.
The first job, a 15 miles out and 15 miles home journey, might take you 11 hour and for that you should charge for 11 hour at 3s. per hour, which is 4s. 64., plus 30 times 314. per mile-8s. 94.—total, 13s. 3d.
In the case of the second example, 10 miles out and 10 miles home and some time spent in making house-tohouse deliveries, assume that the work takes 2 hours, then your charge sho.uld be Us. for time and 5s. 10d. for mileage-11s. 104. in all.
The short runs to the station should be charged in the same way. Suppose it takes 1, hour each trip, then you should charge 1s. 6d. for the time, plus 24. for the mileage, which is Is. 84. ; you _should try to get 2s. per trip at least for that.—S.T.R.]
Carrying Bricks by Six-wheeler.
The Editor, THE COMMERCIAL 1‘.10TiNt..
E3169l Sir,—I thank you for publishing, in a recent issue, Mr. W. J. Westwood's letter and thank-him for the work he is doing to „get more readers of your most interesting paper, and in consequence better prices for haulage, because if "Contractors, Cardiff " lived in Leicestershire they would not get the price they have ha d offered.
I should like you to know that six-wheelers, steam _and petrol, are cutting all these jobs down-to nothing,. and in one instance the railway, using a six-wheeled
pneumatic-tyred Karrier, is carting bricks for distances of eight and nine miles at 8s. 3d., and at the most 9s. 6d., per 1,000. I should like to know how it is done as we a-ton-lorry men cannot live at the side of them. CONTRACTOR. Leicester,
Contracting for Town-delivery Work.
The Editor, THE COMMERCIAL MOTOR.
13170] Sir,—Can you enlighten me as to a minimum price to quote per month for a contract as follows:— One 30-cwt. van to be used for town-delivery work, with a daily mileage of about 45. There will be about 90 calls per day, 51 days per week. Driver's wages, £3 per week, the firm supplying a mate; all the other expenses can be taken as the average.
Can you also tell me how to word such a contract for the firm and myself to sign?
Thanking you for your assistance in the past.
London, S.E.1. DELIVERY.
LI would prefer not to give you a definite price to quote per month, but to place the matter before you in this way : The actual cost of operatirig your vehicle amounts to per week, approximately. Add to that a small sum to cover contingencies and office expenses—it should not amount to more than £1 per week—and then your profit, and the total of these three will give you aminimum figure for your charge per Week.
I cannot, in the course of a letter, draft a contract for you. Such a form was described in two issues of The Commercial Motor—those for March 26th and April 9th of last year—and you should refer to those.—S.T.R.]