OPINIONS and QUERIES
Page 64
Page 65
If you've noticed an error in this article please click here to report it so we can fix it.
Subjects Under Discussion : Double-deck-bus Weights. Rates for Parcels Delivery. Running a 20-seater Bus. Sugar-beet Haulage Rates.
The Weights of Double-deck Buses.
The Editor, TEE COMMERCIAL MOTOR.
[2993] Sir,—We beg to state that, in our opinion, an extra 10 cwt. overall weight for double-deck buses would be a great help from the points of view of both the chassis manufacturer and the bodybuilder. As the regulations stand at present, it means that the bodybuilder has to work to an almost aviation lightness in production, which is naturally more expensive and certainly not more advantageous from the user's standpoint. An extra 10 cwt. per vehicle would be quite a boon to all concerned and we trust that your efforts in this direction will meet with success. Incidentally, the weight of our four-wheeled chassis for double-deckers is 3 tons 7 cwt.—Yours faithfully, London, N.7. For the GILFORD MOTOR CO., LTD.
The Editor, THE COMMERCIAL MOTOR.
r2994] Sir,—We need hardly say that we,rcordially endorse the views expressed by you concerning the need for an increase in the maximum weight for fourwheeled buses. The present restriction of nine tons has been harmful to chassis manufacturers without resulting in any public benefit.—Yours faithfully, Guildford. DENNIS BR08., LTD.
The Editor, THE COMMERCIAL MOTOR.
[2995] Sir,—The Daimler Co. has as I think you know, devoted a very great deal of time to research towards the introduction of light alloys in motorbus construction, so that the condition of a maximum weight of nine tons is one which we can fulfil without any very radical necessity for a super-light body. We use, roughly, some 8 cwt. of aluminium per chassis, which reduces the chassis weight by about the same amount. It is part of our manufacturing policy to insist upon weight reduction in the general interest of the trade and the public, to say nothing of our doing our bit to keep the British bus chassis in a position . which it will be difficult for foreigners.to assail tech nically.—Yours faithfully, L. IL POMEROY, Coventry. For the DAIMLER CO., LTD.
The Editor, THE COMMERCIAL MOTOR.
129963 Sir,—From a sales point of view we may say that an extra 10 cwt. on the present maximum of nine tons is most desirable, and we feel sure that this expression of opinion is the same as that of all our competitors who are building four-wheeled bus chassis to give a maximum seating capacity for 52 passengers. —Yours faithfully, • L. M. SEABROOKE, Motor Vehicle Department.
• For JOHN I. THORNYCROFT AND CO., LTD. London, S.W.1. [With regard to this matter of increasing the maximum • weights for buses, we have reason to believe that it is being given favourable consideration by the Minister of Transport. We are of the opinion that any increase allowed should also be extended to the six-wheeled doubledecker.—En.]
The Delivery of Parcels.
The Editor, THE COMMERCIAL MOTOR. [2997] Sir,—Having read with interest your answers to various correspondents, I would be obliged if you could tell me how to arrive at charges for various-sized parcels, etc., carried a maximum distance of 60 miles with towns in between. I would also be pleased if you would forward a copy of your Tables of Operating Costs for ordinary haulage. I may add that it is worth while taking The Commercial Motor for your weekly hints on haulage alone.—Yours faithfully, Hereford. A. TANNER.
[You must start by making a proper estimate of your costs. I cannot do that for you very well because you have not even told me what size of vehicle you propose to use. Assuming that it is to be a 30-cwt. model and that you do a round journey of 120 miles per day, five days a week, your weekly mileage will be 600. According to the Tables of Operating Costs you should make a revenue of at least £18 per week, which is 72s. per trip.
Assuming that, on an average, you loaded only to onethird of the capacity of the vehicle each way, then you must for that 10 cwt. of load obtain 36s., say 4s. per ewt.
In addition you must arrange a minimum charge of 6d., and as a rule the prices are made up by taking that minimum charge of 6d. and adding a further charge based on the basic price per cwt., which in this case is 40. for the 60 miles. Your charge for 1 cwt. for the 60 miles will therefore be 4s. 6d. If you only carry this load 10 miles, then the charge will be one-sixth of 4s., which is Sd., plus the 6d. minimum, or 1s. 2d. per cwt. For 20 miles charge a third of 4s., which is 1s. 4d., plus 6d., equals is. 10d., and so on.
The price for 7 lb. for the whole distance will be onesixteenth of 4s., which is 3d., plus 6d., making a total of 9d.
The foregoing is the outline of the scheme of assessing charges which should meet your requirements, provided I am correct in my assumption of the size of the vehicle you are using.—S.T.R.]
More About Beet Transport.
The Editor, THE COMMERCIAL MOTOR. [2998] Sir,—I noticed in a recent issue of your paper a letter from a haulier at Holbeach. Now I think his price is a good one and I have enclosed a rate paper from our factory showing our prices. [This has not been reproduced.—ED.] I did not take any contiacts for over 10 miles and refused to do so, doing all my work :privately. At the 20-mile rate I obtained 8s., taking seven tons. Hauliers in this district are to try to have these prices altered for next year as they are ridiculous and impossible. Can we have your support in writing to the factory on this matter? Can you give me an address of any association for hauliers which finds return loads, etc., for a premium?—Yours faithfully, Lincoln. C. A. FOYSTER.
[It is not likely that any representations from an outside body would have any effect on the policy of the beet-sugar factory, the haulage prices for which you enumerate. In any event it might be that these rates would prove profitable if large-capacity units, carrying not less than 10 tons per journey, were. employed. I know that that is impossible in the majority of cases of beet haulage, because of the difficulties of the roads and of loadings
circumstances wnich, often enough, make it impossible to use a lory.y-of a greater capacity than fire tons or six tons.
The only Way to combat this policy of the sugar factories is for hauliers themselves to combine. This is a recommendation I have put forward again and again, and it is one which will have much greater weight in the near future, because hauliers will have much more troubleto get profitable rates when the beet subsidy is removed.
There is no association which finds return loads for hauliers. These are usually obtained through the medium af forwarding agencies and clearing houses.—S.T.R.]
The Editor, THE COMMERCIAL MOTOR.
[2999] Sir,—For the past three years we have specialized in sugar-beet haulage, and we carry, roughly, 1,000 tons each season. I would be pleased to check my present system of tonnage rates with your Tables of Operating Costs. Would you please give me the cost from one to 10 miles. .I use a six-ton Peerless lorry, pay the driver £3 a week and his mate £2, and they work nine hours each day.—Yours faith fully, BEET HAULIER. Kidderminster.
[It is very difficult to give any sort of a figure to average over a distance varying from one to 10 miles. The best way to look at it is this. The total standing charges of your six-ton Peerless, including the 15 for driver and mate, is £8 per week. If a week is 48 hours that means 3s. 4d. per hour. The approximate running costs will be Sd, per mile. To make a gross profit of 2s. 8d. per hour you should therefore be so paid as to obtain 6s. per hour plus 9d. per mile.
The method of application of these figures may be illustrated by the following example. Assume that you are on a fairly long run and doing two loads per day,-.say, nine miles out. That means you travel 36 miles in the nine hours and carry 12 tons. You should, on the foregoing basis, make a revenue of nine times Os., or £2 14s. plus 36 times 9d., or 27s. Total, £4 is., which is 6s. 9d. per ton.
Am I correct in my belief that it is the practice to leave the lorries standing either in the field or in the factory yard so that there is no dead mileage ?—S.T.R.]
The Result of Unfair Competition.
The Editor, THE COMMERCIAL MOTOR.
[3000] Sir,—[ should be pleased if you would send ne your Tables of Costs for operating four and fiveton lorries. I have one of each capacity, both being Maudslay's, which I have been able to operate with a reasonable return for nearly seven years. Lately, however, I find I am losing customers for whom I have worked for five years or more. I am told candidly that they can get their work done at lower rates than I can see my way to accept. I should be pleased if you could let me know if there is published a list or book of railway rates and from whom it can be obtained.—Yours faithfully,
Leeds. TRANSPORT.
[A copy of The Commercial Motor Tables of Operating Costs has been sent to you. You will find that information concerning the cost of running four-ton and five-ton lorries is given in Table 2.
Without knowing something more of the details of the work you are doing and which you say you are now lasing, I cannot advise you as to whether you can safely cut your prices or not. Off-hand, I should imagine that you are merely being undercut by someone who does not know his business and is working at a loss. If that is so, I should recommend you, as tactfully as you can, to remind your present customers of the continuity of good service you are rendering and ask them if they are making sure that the concerns which are cutting your prices are as likely to be so reliable. You can get a book of railway rates from the railway clearing house. Apply locally for particulars. The price is is. or so.—S.T.R.1
Running a Small Bus.
The Editor, THE COMMERCIAL MOTOR.
[30011 Sir,—I have recently purchased a Guy O.N.D. 20-seater bus, and have gone into the running costs. I should, however, esteem it a favour if you will kindly peruse my figures and make your comments upon them.
These figures are taken, in the main, from Table IX of your Operating Costs, but with a few alterations which apply in my Sown particular case. You will note they are based on 20,000 miles per annum.
Do your figures for maintenance include periodical painting, overhauls, cleaning, greasing, etc,?—Yours faithfully, Wotton-Under-Edge.
Guy O.N.D. 20-seater bus, cost (with additions), 1750, Road Fund licence, £36; insurance, £26; Interest at 7i per cent., £52; garage at 5s. per week, £13; wages, 10 miles per hour, £100; depreciation, etc., at 41d. per mile, 1395 16s. 8d.; total, £622 16s. 8d.
Cost of running, 71d. per mile for 20,000 miles.
[The figures you quote for the operating cost of your 20seater bus appear to be in order, subject to the following queries :—(a) By "10 miles per hour wages" I presume that you mean the average speed is 10 miles per hour and if the wage you pay be 1s. per hour then the item £100 for wages is correct. I cannot imagine, however, that you are paying only £100 for wages. I think most likely the item should have read 2s. per hour ; total, £200.
. (b) By depreciation, etc., I understand you to mean running costs in accordance with the Tables.—S.T.R.1