Answers to Queries.
Page 21
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Our 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 f a request for privacy is not specially made, any query an answer may be published. Some replies, owing to pressure on our space, are held several weeks.
[1,624] " SEER MARY " writes.—" Will you refer me to your early issues in which you published maps of London showing all the various motorbus routes ?"
ANSWER.—The special line maps of routes are contained in the umlernoted issues of this journal: 29th March, 1906, page 85. 28th June, 1906, page 344.
As Cheap as the One-horse Van.
L1,623] " DountrFin, " writes.—" The Editor of one of cur evening papers is anxious to double the motor transport used for delivery purposes. The proprietor thinks this method of getting the paper about is somewhat expensive. I have been asked by the Editor to collect some data that would enable him to convince his chief that the motor is the cheapest and most-economical way to reach their big outside public, and it occurred to me that you Might be willing to give me some assistance in the matter. Of course, you know that despatch is vital to the success of a newspaper, a.nd without the motorcar I do not see how it is going to be done. Apart from this question altogether, I am sure you will have some facts and figures showing the relative cost of motorcars compared with the inure-cumbersome horse traffic, especially for light delivery such as newspapers. If you have any such material, perhaps you would send it along, or refer me to it ?"
ANSWER.—We refer you to our leading article of the 24th J one, 1909, a copy of which is being sent direct. The proprietor ought himself to be able to make allowance for the advertisement value, and the capacity of the motor to stand up continuously during special periods of pressure.
Waring's Low Costs.
1,1.626] " REMOVAL CONTRACTORS write.—" We noticed an article, in your issue of the 14th April, On the tiunsport department of Waring's, in which the cost of f,onflon to York with a load of five tons with a petrol vehicle is given at £8 15s. Is there not some mistake here? This works out at slightly over id. per ton per mile. end our experience is that this is considerably under cost price: in fact, von give estimates of weekly cost, on page 119, for 15-cwt. load, for 336 miles, at £8 2s. 3d."
AxswErt. The figures to which you refer were furnished to us bv the manager of -Waring's transport department. Upon further reference to this gentleman, we are informed that the load on this last mileage should have been e to us as three tons, and not five tons. The road to Tork is a very-good and flat one. Some small charge also has to be added for rent, rates, taxes, and interest on capital, which you will note were not included. In this case, too, the mileage was high during the time of runslims, and, therefore, the proportion of certain charges, such as driver, depreciation, etc., which the journey would have to hear, was low.
The mail estimates to which you refer were based upon Full consideration of the road conditions, which were, on the whole, unfavourable. Both are correct.
Petrol or Steam for Co-operative Societies.
rl .6271 Co-oi'iutsriva SOCIETY CHAIRMAN writes.— " This society is thinking of displacing souse of their horse-drawn vehicles by motor haulage, and I would be obliged if you could give us some information On the subject. The general outline of work required would be to carry goods to branches (about 12 miles distance), and to carry to and from the station (a mile distant); the weight to be carried is about five tons at a time.
" Would a steam or petrol trolley be the more suitable?
I have had the and makes of petrol car
given me. We are not confined to these, but I would appreciate au opinion from you, and an idea as to prices. ■ Votdd like some information regarding makes of steam trolleys, and comparisons between them and petrol cars. is it necessary to have two men to drive and look after steam trolleys? Can you give us any idea of cost of maintenance, etc ? 1 hope that I am not asking too much and thank you in anticipation."
AsiswEn..—The choice between petrol and steam, where five-ton loads have to be hauled, depends principally upon the mileage to be covered per day. If your work is such as to render it unnecessary for you to require more than an average of from 35 to 40 miles per day, with an occasional maximum of 50 per day, the steam lorry should be the better ; if, however, you require to average anything appreciably above 40 miles per day, and if it will be an advantage to you for the machine occasionally to travel 80 or 90 miles per day, the petrol vehicle ought to he chosen, or a modern rubber-tired steamer of well-known make. Of the makes you mention, of petrol vehicles, you should certainly, for the loads mentioned, give the opportunity of quotation to each ; in addition, you should communicate with Commercial Cars, Leyland and Halley. The whole of the addresses are contained in our advertisement pages.
In regard to the makers of steam lorries, we are sending to you, under separate cover, a copy of our issue of the 0th December last, and in this you will probably find interesting information, more particularly on pages 290 and 292. We shall behappy to answer any further specific inquiries, or to assist you in any other way.
London Suburbs and Motorbuses.
[1,628] "SCHEME writes.—" It has occurred to Inc that there is very-good scope for a new motorbus company in London, to run buses between London and the principal suburbs, such as London to Croydon, Richmond, Kingston, Beckenham, etc., as it seems that nearly all the present companies are competing against each other in a comparatively-small area, and with rather-unsatisfactory results. With the exception of Messrs. Tilling, the present companies pay hardly any attention to the suburbs. IL it is possible to form a new company on sound lines, and starting with say 50, or more, new buses, I should suggest that it be started somewhat on the following lines: the inside seats should be of the garden-seat type, there being one row of singles, and one row of doubles; seating capacity, 30-14 inside, and 16 outside; some of the windows to he able to be opened, if required, for summer traffic—if permitted by Scotland Yard; the buses should be well lighted by acetylene gas; the interior should be heated in winter by means of the exhaust (if permitted by Scotland Yard); all the services should be well advertised, and time-tables should be issued.
" Of course, on sunny of the routes, the buses would have to compete against tramways, but that should not be much trouble if the services were advertised, and the buses were comfortable, reliable, and well lighted, as in most eases they would be much faster from point to point than the trains.
" I shall esteem it a great favour if you will let us know your opinion on the success of such a company, if it were worked on sound and economical lines."
ANSWER.—We see no fundamental reason why London services, of the kind you mention should not prove remunerative, but you could not expect to avoid competition with existing companies, whose vehicles would certainly be put alongside of those of any new company as soon as traffic had been created.