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.
Speedometer for Commercial Vehicle.
[1,821] " S.J.;" Cheshire, writes :—" What make of speedometer do you recommend for a motor lurry "
ANSWEE.---We hear good reports of the Jones speedometer, supplied by Ma.rkt and Co., Ltd., of 6, City Road, Finsbury Square, London, E.C.
Motor-wagon Carriers.
[1,822] " IL ," Liverpool, writes :—" A few years
ago you were good enough to help me in various ways, and it was through your introduction that I became connected with . At that time, the prospects did not look very bright, and, being offered a position as manager of a mill in Liverpool, I accepted, and have been here four years. 'Things have not turned out as I hoped, and I do not see any great prospects, so that I am now contemplating a change. I have of course always retained my interest in commercial motor matters, and by constantly reading your paper, and in other ways, .I. have kept fairly well in touch with things. For some years I have had in my head various schemes for operating commercial motors in this district, and now a friend and I have been talking over the possibilities of forming a company to run a motor parcels-delivery service here. Knowing that probably no one has a wider knowledge of commercial motor matters than yourself, I shall be extremely grateful for your opinion of the scheme, and for any advice that you may be able to give. Our idea is to commence with four or five 30-cwt. vans, arrange for numerous depots in outlying districts, and send round one or more vans each morning to collect and convey to a central depot where the various loads for delivery would be made up for distribution in the afternoon. Another collection would be made in the afternoon, for delivery the following morning. My friend is acquainted with the proprietors of several large establishments, so that it is probable that we should be able to arrange to contract for their deliveries. Many of the large shops are in the habit of delivering, on certain days, to outlying districts in Lancashire, and it seems to me that it might, be possible to arrange to do this work, keeping special vans for the purpose, with interchangeable name boards, thus securing a good advertisement for clients. Again, it seems to me that profitable employment might be found for chassis with convertible bodies for conveying passengers to football matches, picnic parties, etc. Another development might take the shape of motorbus services to and from various residential districts which are very badly served by trains. We thought that — chassis would be very suitable for the delivery vans, whilst it should be possible to obtain heavy chassis, suitable for char-a
banes work, etc., at very reasonable terms in London, where there must be many sound chassis which, how ever, do not comply with Scotland Yard regulations.
We realize, of course, that it would be necessary to keep expenses as low as possible, but we are both
fond of work and most anxious to make a success. Knowing that you are well acquainted with the district, I should greatly appreciate your opinion as to the probability of success or otherwise of the scheme."
ANSWER.—There is no question that the working up of such a business as the one you mention would take time : you certainly could not expect to see it pay in the first year or two, as you have to transfer business from existing traders who do parcels-delivery work. Of course, if your friend's connections are such as to bring steady traffic of the kind at an early date, so much the better, but the awkward feature is that you may have to send your vans long mileages to deliver odd parcels, and may not get any bulk of parcels for one district, at one and the same time, for many months to come. Good organization is essential.
So far as 30-cwt. vans are concerned, you ought to be able to pay all expenses and make a margin for yourselves if you can see your way to earnings of not less than 9d. per mile run, on the basis of not fewer than 350 miles per van per week, and a greater mileage if possible. There is no question that passenger conveyance is more paying, and we hear of char-abanes services which pay all that is needed after working for only three or four months in the year at seaside resorts. Of course, in mixed service, where you seek to embrace both parcels-delivery work and passenger conveyance, it may be awkward to arange the work so as to move the chassis from one side of the scheme to the other. In any event, do not take on, for a 30-cwt.-type chassis, any job that does not show the above-mentioned earning of 9d. per mile on the basis mentioned.
It is quite impossible to run odd and sundry services, in all parts of a district, without steadily building up the connection, and we recommend you to concentrate on one or two. There are no chassis in London of the 30-cwt. type which have been rejected by Scotland Yard, as all the London bus chassis are practically of what is known as the three-ton type. e should advise you to begin by using a couple of chassis, for char-a-bancs work, either somewhere on the North Wales coast, or at Blackpool.
Wholesale Draper's Van Service.
[1,8231 " C. C.C." writes :—" We are much interested in your article in 'Drapers' Record' of 15th May, and should be greatly obliged if you can give us your opinion as to whether we could profitably employ motor traffic between here and our factory at . The distance, we believe, is about 85 miles, and we should require a motor to make this journey six times a week each way, and to carry a load up to one ton. Can you advise us as to length of time such a journey would take ?
"Would it be practicable for one motor to make the double journey each day, or should we require to have two motors which would make one single journey each day? "On your figures it looks to us this would cost about 2800 per year, and if so it would pay us better to keep to the rail."
ANSWER.—We gather from your letter that you have loads both ways. In order to pay, you would have to arrange that there was only the smallest possible delay over loading or unloading, at either end. It is within the capacity of a van to do 170 miles a day, and we have no doubt that many of the manufacturers who advertise with us would he willing to guarantee a maintenance contract, and to keep the van under proper supervision.
Making allowance, then, for the necessity to pay the driver a total of, say, 45s. a week, owing to the high mileage, there is no question that you could do the work, inclusive of all charges and depreciation, for a maximum of three guineas for the double trip. Unless, therefore, your total conveyance charges, from the mill to your London address, and vice versa, are greater than 31s. 6d. per ton, there will be no absolute economy, although you might derive some advertisement from the change. You will no doubt keep these figures in front of you.