Answers to Queries.
Page 18
If you've noticed an error in this article please click here to report it so we can fix it.
Makers of Illuminated Name-signs Wanted.
L1,693] " ComsrEactAi. " writes:--Could you give me the address of the firm who are making illuminated nam..signs for commercial vehicles? "
ANSWER.—The illuminated name-sign and windscreen, as fitted to the Waring van, which was illustrated on page 33 of our issue dated the 18th ult., is the design Or Mr. T. E. Harrison, the manager of the transport department of Waring and Gillow, Ltd., of New Oxford Street. The fittings in question were made in Waring's own shops. Mr. Harrison states that he will be happy to see you on the subject if you care to make an appointment with him,
Hiring and Trade Numbers.
[1,694] " LOCAL " writes :—" Will you be so good as to let me know the cost of registering a motorvan ? I have a motorvan, which I intend to let out on hire occasionally. Can I apply for a trade number, so that I could use it on other motorvans, or must I apply for a number solely for this one, and what is the cost of each? "
AsiswEn.—It costs you El down to register a motorvan there is no annual charge for registration. You can let it out on hire for the conveyance of goods without any further registration whatsoever. You cannot use an interchangeable trade number, except in respect of vehicles which are under test prior to completion or delivery.
A 22-mile Haul Near London.
[1,695] " MILL " writes.—" My people here have asked me to look into the question of a motor for conveying goods to and from our mill. Could you help me in the matter i" I want to consider it from the point of view of purchase outright and also from the point of view of hiring.
" The following iniormation may assist you : (1) niileage between points, about 22 miles; (21 weekly tonnage each way, three to four tons three days a week ; (31 wagons would be loaded at the Mill and leave same at destination or destinations in London, and would then collect a load.to return with; (4) DO night running will be necessary; (5) the approaches to the mill and at London are normal ; and (6) there may be five or six places to call upon and deliver goods in different parts of London, and one place to call upon to collect for the return journey."
ANSWES. —The fact that you will only have loads upon three days in the week rather tends against full economy. unless you can find work for the driver on the other three days. Are we to gather that you cannot in any circumstances provide loads between the mill and London on more than three days, or that other useful haulage cannot be found in the neighbourhood of the works? Also, we need an estimate of the average delay that would be involved by the delivery of from three to four tons of inward freight at " five or six places " of call in 'London ? Roughly, we may say that the work, as outlined by von, can in no circumstances be done at a lower inclusive figure per day, reckoning three days a week only, and charging the driver against the vehicle for those three days and no more, than 37s. 6d. A fair additional charge to cover contingencies, such as overtime and out-money, which necessarily add to the rate of payment demanded by a competent driver, and possibly extra deterioration of rubber tires due to the low total weekly mileage, which might cause them to require renewal partly due to effiuxion of time rather than by wear only, would be another 7s. 6d. If, therefore, an approximate rate per ton of 7s. 6d. each way, on the basis of six tons per day, three days a week, which would be reduced to a trifle under 6s. per ton if eight. tons per day would be provided, appeals to you, the matter is one into which no doubt you will care to go further. The above figures are based upon your not requiring to place
on the wagon at any time a greater load than four tons. Should you require a vehicle capable of taking as much as five tons sometimes, the cost per day would go up by about another Ss. in all. No specific charge is included herein for either management or supervision.
Conversion of Car, or Secondhand Van?
[1,696] " LINCOLNSHIRE " writes:—" Will you please give your opinion as to the following ; (1) would an 8-11 h.p. Panhard touring car be suitable for converting into a box delivery van? (2) Would it be capable of carrying loads from 10 cwt. to 20 cwt. in a fairly-hilly country, all times of the year, providing the gears were altered so as to give about 16 m.p.h. on top gear, and solid tires were fitted to back wheels ? (3) What would be about probable cost of altering gears, fitting solid tires to back wheels, fitting van body; also, probable cost per mile of running:(4) Supposing the above car cost £130 before altering, adding to this the cost of alterations, would not the result be as much money or more than would buy a good secondhand delivery van, properly built for the work required ?"
AnswEa.--(1) and (2) It is quite inadvisable to attempt to convert secondhand touring cars into business vehicles. Such experiments are never satisfactory in the long run. The chassis of which you speak would not lung survive the fitting of solid tires. (3) It is impossible to estimate the most of conversion without an inspection of the machine. (4) It would, undoubtedly, he more satisfactory to purchase a good secondhand «munercial vehicle, but why not run to a new one? That is the best course. The cast of running a one-ton van ranges from 7d, down to 4.5d, per mile, according to mileage and management.
Motorcab Costs.
[1,697] " AccousiraNCV " writes:—' For reasons which I need not give, we have not been able to keep the exact cost of the running of certain motorcabs. I should be very much obliged if you could inform me the approximate running cost per mile, as established by those proprietors who keep careful records. The cars are 12 h.p. Information as above would be very useful, particularly if it could he given in analysed form.'' ANSWER . —We might refer you to data which appeared on page 518 of our issue of the 26th August, 1909, if you have a file of this journal by you. We regret that this issue is out of print. You, of course, will realize that we are not entitled to divulge to you the exact costs of running that have been achieved by individual proprietors. Such information, where it is available to us, has almost invariably to be treated confidentially. In default of this, it may perhaps be of use to you to consider the following figures, which are in the nature of an average that has been secured from a large number of actual results: Fu el .42d. Oils, grease, paraffin, etc. ... .15d.
Tires ... ... 1.5d. Repairs (body and mechanical) .5d.
Rent, rates, lighting, etc. ... .20d. Insurance and claims Depreciation ...
interest on capital ... .3d.
Contingencies ... ... .1d.
Total ... ... 4.08d. per mile run.
These figures do not take into account the driver's remuneration, and they also assume that the driver is able to execute adjustments himself. Ycm may look for costs below those given for tires and fuel, if you are enabled to. purchase economically. Tires, in London, sometimes cost just below id., but to-day's Landon average is probably 1.25d. The power and the driver affect the cost much, and a single cab or a small fleet may come out badly, for which reason 1.5d. is put down.