OPINIONS and QUERIES
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Private-party Outings by Air. Praise for our Warning on Sugar-beet Transport. The Six wheeler Overseas. Queries on Sugar-beet Haulage. Brick Trans port Abroad. Coal Delivery by Light Motor Lorries.
Congratulations on a Timely Warning.
The Editor, TRE COMMERCIAL MOTOR.
[3202] Sir,—May I congratulate your paper and "S.T.R." for his article on the problem of sugar-beet haulage appearing in The Commercial Motor dated September 16th?
The warning sounded as to the feasibility of using a motor vehicle for the purpose of carting beet out of the field in which it is grown, direct to the factory, is not before its time. This company has, during the past few years, very thoroughly explored the possibilities of the single handling of sugar-beet and has come to the considered opinion that the circumstances in which it is feasible are so exceptional that to regard it as generally the best method of handling the crop is impossible. The only typevof self-propelled vehicle capable of taking a 5 or 6-ton load over the heavy, wet land on which much beet is grown, is that on tracks, and such a vehicle is not suitable for the haulage by road to the factory. A further large tonnage of sugarbeet is grown on the light, silty ground of the Fen country, where even the farm carts, carrying about 15 cwt. of beet, are fitted with tyres of double breadth. What motor vehicle, capable of good road service, can hope to work satisfactorily on this land?
Exceptionally dry weather does make the single handling possible occasionally during September and the early part of October. This was the case last year, but then the dry weather had so hardened the top soil of the fields that many farmers were unable to get the beets out and were therefore not interested in seeing how well motors could traverse their fields.
" S.T.R." has much justification for his warning to those people who, not yet having had experience of this traffic, are contemplating engaging in it. The haulage of sugar-beet certainly entails extra expenditure on petrol, tyres and maintenance, as compared with general haulage. The conditions of working are much rougher, as it is performed only from late September to January. A. C. Scorr, Manager. For the Eastern General Transport Co., Ltd. King's Lynn.
Private-party Outings by Air.
The Editor, THE COMMERCIAL MOTOR.
[3203] Sir,—That centre of the motor-vehicle industry, the city of Birmingham, again presents to the enterprising commercial and private coaching concerns a new phase in catering for the desires and wishes of the travelling public.
It would be true to say that Birmingham leaders are beginning to realize that the future of air travel will shortly be of the utmost importance.
One of the reasons is,that traffic congestion is flupelting progress, with little or no signs of improvement.
The air liner is an enterprise leading up to a far greater development, whilst private planes have been seen filling up with petrol at wayside pumps.
With some pride one can boast of Birmingham being the home of enterprise for giving the public its keenest interest in catering for private-party coaching, for all kinds of works and staff outing. We now have full evidence that pleasure travel by air is taking its lead from the Midlands, for the first trip of this kind took place recently from one of the leading motor works in Birmingham, with complete success.
It would, indeed, be of interest to know the comparative cost between given points by road and air of an enterprise such as that undertaken by this private party. Many of your readers may be interested in this new venture of air-travel private-party outings, and I feel sure that their observations would be welcomed by the far-seeing leaders of passenger-vehicle concerns who aim at development for the ever-increasing travelling public. MARK SCOTT, F.R.E.S. Sutton Coldfleld.
Brick Haulage in Colombia.
The Editor, THE COMMERCIAL MOTOR.
[3204] Sir,---This ccupany—a manufacturer of common brick—has a hauling problem, and we take the liberty of addressing ourselves to you to request that you suggest equipment best suited for the most economical handling of our product. Our conditions are:— Product, common brick, 4g ins. by 21 ins. by
94t ins., weight 6 lb.; average haul, 5 miles; roads, macadam, very uneven; fuel, gasoline, 32 cents per gallon ; fuel oil, 6.7 cents per gallon; chauffeur's wages, $2.50 per 8-hour day; labour, $1.50 per 8hour day ; plant capacity, 30,000 bricks per day.
The streets here are too narrow to use more than one trailer on account of tdking the corners. We at present use Chevrolet and G.M.C. 2-ton trucks. We thought of shortening a standard Chevrolet chassis and using a two-wheeTed trailer with it, the trailer to be detached for loading and unloading while the Chevrolet attaches to another trailer. We at present unload by hand, but if we could find a low-built trailer which could unload (dump) without too much of a jolt we might be able to use it.
We should be pleased to receive catalogues and prices of such trailers or other equipment which English manufacturers might he able to furnish.
What is the usual method in England of handling brick from the plant to the job? WM. BOAZ.
For Productos Ceramicos, S.A. Apartado 879, Barranquilla, Colombia, South America.
[The work you have in hand is unquestionably one for the use of trailers, preferably three to each tractor. If you were to use, say, an industrial tractor and three 8-ton trailers, then you could, with that equipment, complete the work of carting 30,000 bricks in a day. Your three trailers would be arranged so that one was being loaded, one being unloaded and one in transit. The tractor would then cover the maximum mileage with the minimum delay at terminal points. It would carry 3,000 bricks per journey and, allowing three-quarters of an hour per journey, would convey the whole 30,000 in '74 hours.] Alternatively, you could purchase six light trailers for use with two Chevrolets, and with them could still do the work to time. the latter method would be somewl.at more B35
expensive in running costs, because of the need for the wages of an extra driver, and I should say that your choice would depend upon the prospect of permanent employment for the type of vehicle selected.
No doubt the publication of your letter in this journal will result in makers of other suitable equipment sending to you their catalogues and further information which may be interesting and useful.--S.T.R.]
The Six-wheeler's Success Overseas. "
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The .11,altor, THE COMMERCIAL MOTOR.
[3205] Sir,—I am much interested in the article with the above title in your issue of September 9th—in particular the photograph of the spare-wheel carrier and lifter at the bettora of page 112.
This carrier and lifter is one of the inventions of this company, and it has supplied several hundred for ThornycrOft, Albion and Crossley six-wheelers.
The unit, as shown on the Thornycroft chassis, is self-contained, being clipped on to the chassis frame with U-bolts. It is designed to carry two 40-in. by 9-in, wheels, each weighing about 2i cwt. The weight of the unit is 180 lb. complete with U-bolts ; the arms are made of special aluminium alloy.
D. S. KENNEDY, For Kennedy and Kempe, Ltd. Longparish.
A Proposition That Would Not Pay.
The Editor, THE COMMERCIAL MOTOR.
[3206] Sir,—I am •a regular reader of The Commercial Motor, and in this connection I should be glad of your advice in regard to a contract for which I propose to tender.
I am required to quote for conveying passengers twice daily over a distance of 16 miles, each journey, with a coach seating 28 persons. The price I have In mind is is. per mile. Would this, in your opinion, be a paying proposition?
The coach would be available for any other work on Saturdays or Sundays, as the contract does not apply, to these days.
Henley-on-Thames. CoACHING.
[I am not quite clear from your letter whether the bus journeys be 16 miles each way, and whether you mean to charge is. per mile for the full distance out and home, or for only one way. If the latter, then the problem needs DO consideration whatever. The proposition will be a most unprofitable one.
You must be paid for the mileage out and home, and if that only involves 32 miles per day, then the net cost of operation per mile, allowing for use of the vehicle on Saturdays and Sundays, will be is. id. If 64 miles be covered per day the cost will be Ibid, per mile, still leaving allowance for Saturday and Sunday work.
At is. id. per mile, therefore, you will be at a dead loss on the first proposition, but you should make £2 per week gross profit on the second, exclusive of any profit or loss on the work on Saturday and Sunday.— S.T.R.]
Some Sugar-beet Problems.
The Editor, TRE COMMERCIAL MOTOR.
[3207] Sir,—It was rather a coincidence that the September 9th issue of The Commercial Motor, which I did not get a chance of reading until recently, should contain an article dealing with the haulage of sugarbeet, because it was only yesterday morning that I was asked to quote for the transport of large quantities of beet to the factory. I hesitated because I know little or nothing about this kind of traffic and what I do know is not very encouraging.
However, your articles are likely to be very helpful, but I do not want to quote until I have studied the problems to which you are going to refer ; on the other band, I do not want to have to wait a fortnight or more before making an attempt to quote.
One thing I am still in the dark about, in spite of the useful article, is how much beet I can load per lorry, because I understand that it is comparatively light stuff. The type of lorry that I have in mind for
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the work is the Saurer six-tanner, with a 17-ft. by 7-ft. platform, and I wonder whether you have any informa:. tion about the cubic capacity of a ton of beet, so that I can ascertain what height our sideboards will have to be.
If you can by any means let me have advance information regarding the problems in question it would be very helpful and will be much appreciated.
Hull. PUZZLED.
[The weight of sugar-beat is a somewhat uncertain quantity, just as is its sugar content. It may be anything from 50 'cubic ft. to 60 cubic ft. to the ton. If you take an average of 56 cubic ft., which I think is reasonable, then you will need sides to your lorry, 2 ft. 9 ins. high. If the beet be rather light the difference could be made by the heaping of the load in the lorry.
The difficulties of beet haulage are mainly to be found at collection and delivery points, as to whether the farmer has the load ready for you when he says he will and, at the other end, whether there be such congestion as to cause prolonged delays in delivery. The extent to which these are likely to interfere with your particular contract can be determined only by investigation on the spot.
Assuming the length of run in this case to be 35 miles, then I should imagine that the minimum time per journey out and home will average 6 hours. It will not be worth while to tackle the job unless you can do two trips per day, and that, of course, will involve overtime. If you do that, then: your mileage will be 700 per week and your cost at least £32, allowing a little for overtime. In that time you will convey 60 tons, so that the net cost of operation of the vehicle alone will be something over 10s. per ton. Without knowing what your overhead§ are I cannot give you a definite minimum figure to charge, but I should not think it would be worth your while at less than 12s. 6d. or 13s. per ton.—S.T.R.] Delivering Coal in Small Quantities.
The Editor, THE COMMERCIAL MOTOR: [3208] Sir,—I shall be glad if you will kindly send me copies of your Tables of Operating Costs.
At the same time I would like your views on costing, covering my particular class of haulage work. With me it is tonnage, rather than mileage, which governs the case.
For example, with two old-type Ford tanners, I have with one done 1,250 tons, and with the other 1,450 tons.
With the new 30-cwt. Ford I have just completed a year's working of 1,650 tons, with practically no repairing costs and one set of rear tyres. The mileage is roughly 10,000 to 12,000 each year.
The old tonner was a very cheap proposition to run and in upkeep. Do you consider a 30-cwt. or heavier type more suitable for coal deliveries averaging a 10-cwt. drop at each house? COAL. Southall.
[The question as to which type of lorry will be more economical turns on your capacity for utilizing it to the full, and until I know more about the conditions I cannot advise you definitely on that point
To show you what I mean I will compare the tanner and the 30-cwt. machine which you are now using. I note that with the 30-cwt. van you have been delivering 1,650 tons and covering approximately 11,000 miles. If the vehicle were loaded to capacity for each journey you must have done 1,100 journeys, and the average length of a journey must therefore have been 10 miles. To deliver the same quantity with a tonner would have meant 1,650 journeys, and the mileage would have been most probably 16,500, since it is not likely that you would have been able to cut short any of your journeys.
The cost of operation ofa 30-cwt vehicle in the above circumstances would be about £7 per week, and that would be almost exactly the cost of operating a tonner for the increased mileage. There is therefore no difference if We look no farther than the cost of operation.
Actually, however, there is no doubt that, in the circumstances, the 30-cwt. machine is the one to choose, because with it you need do only two-thirds the mileage, and must have, therefore, scope for increasing the work done with it. . If you like to write to me again, telling me what is in your mind, I could reopen the matter, or, if necessary, would come out to Southall to investigate your methods. S.T.11.]