Answers to Queries.
Page 21
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Requires a Second-hand Machine.
[2358] (Stockport).—We do not happen to have any advice at the moment about a three-ton Leyland for sale. It is very difficult to get one of these machines in the second-hand market. Perhaps you would have the best prospect of success by putting a small advertisentent in our " Sundries " pages.
One-tonners with Self-starters.
1:239l (E astb our ne).--Arne 'lean m a n ufactu r ers hays gone farthest in the matter of fitting self-starters, but you may not like them as well as the English types. You might, however, care to consider the undermentioned American trucks for the loads given :— Willys-Overland, Ltd., Great Portland Street, W. Whiting, Ltd. (Federal), 334-340, Euston Road, N.W.
We have no doubt that makers of approved British types for the loads which you mention will be happy to quote you a reasonable additional figure for equipment with a self-starter.
Why Not Use Coal Gas ?
[2300] (Huddersfield).—Everything connected with the use of compressed coal gas is already before interested parties in commercial-motor circles. A lung article on the subject appeared in THE COMMERCIAL MOTOR more than six years ago. The difficulty is, the weight of the containing cylinders. As a matter of fact, 1000 cubic ft. of ordinary coal gas will do the work of 41 gallons of petrol. The cylinders in practice are too heavy, and take up too much room, but the existence of this alternative is one which is some guarantee against too great an advance in the price uf petrol.
The L.G.O.C. Training School.
[236'1] (Candidate).—With regard to your request for an. account of the best training methods which are in force hi this country for commercial-vehicle drivers, it is probable that there is nothing to beat the system which is in operation by theL.G.O.C. We are not able to inform you as to whether that company would care to gise you facilities to investigate its methods ; that you can asoertain by direct application. We dealt fairly comprehensively with the L.G.O.C.'s methods when we reported, in our issues for the 22nd and 29th May of la-st year, the evidence of my: Albert H. Stanley before the Select Committee on Motor Traffic.
A Taxicab for Perth.
[2362] (MacCalmont).--From our knowledge of Perth, we should imaginethat a taxicab service would be welcomed locally, and it certainly ought to be able to be made topay, Until recently, to our knowledge, there. was no taxi in the town, which has a population of 36,000, as well as a considerable additional number of suburban residents. The present fare for horse c-abs in the town works out al. a fraction morethan 7ld. per mile, on a gross mileage, which includes empty running, and 9d. per mile, with 6d. per mile for empty mileage, should give you a fair profit for country hirings ; but within two miles of the centre of the town it might be better to charge is. per mile for hire and nothing for returning empty.
With regard to the hire-purchase of a taxicab, you Would probably be asked to put £100 down. We do not recommend you to buy a secondhand cab. Your running costs, a-part from any profits for yourself, should be in the vicinity of 4d. per mile run, inclusive of storage, insurance, taximeter rent, licences, maintenance, moricants, tires and petrol. You will have to provide for payment of the cab and its subsequent depreciation in value out of what you earn. You ought, in a district like Perth, to obtain a considerable number of private orders. Considering a Mail Contract Tender.
[2363] (Mailman).-When considering the question of submitting a tender for the carrying of mails, if you estimate at a. mileage of 60 per irip, you ought to he able to do good business and to secure a contract at 101d. per mile, with a three-ton mail van. If there is competition, you might have to come down to 10d.. On lower mileages, is. id. is sometimes paid, but for the contract you suggest it is probable that you will have no chance at all at more than 100. per mile.
Constructional Features for Hilly Districts.
[2364] (West -of Wales).--In the special country district which you indicate, and with whose rough conditions and very steep hills we are well acquainted, we should be inclined to recommend the chain-driven mcdels you suggest, with four speeds. By no means must you use pneumatics : you will be wise to fit twin solids on the hack wheels. It will not be possible for you to use solids rin the front wheels of a chassis which has been designed for pneumatics. Yes, the one-ton Commercar is certainly a machine which might be considered by you, although this is a worm-.driven model.
How to Carry WOO Tons of Goods.
[2365] (Contractor).--We note that you have been asked to tender for the conveyance of about 1000 tons of goods per annum, and that you want our advice as to how to split the loads up, and as to whether they should be two tons or five tons. As the goods have tobe carried within a radius of 30 miles, and at present, at any rate, the load has to be taken direct between two points, with empties for the return, it is probable that you will be safer with two-tonners, asshould you lose the contract, you will probably, in aplace like — , find it easier to secure employment for such 'mantes. The cost per ton-mile will, of course, he rather higher with the smaller vehicles. Thelighter vehicle may render it safer for you from, the standpoint of possible claims in respect of damage to roads.
A compromise which you -should consider would be the purchase of standard three-tonners, a class of machine which has been worked out very thoroughly, largely by reason of experience in motorbus practice. You should get not less than lid, per mile run for a two-tonner and Is. 2d. for a threestonner, if you wish to see a satisfactory margin of profit. With regard to working costs, these are carefully set out on our standard costs sheet.