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OPINIONS and QUERIES The Question of "Staking a Claim."
Page 116
Page 117
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The Editor, THE COMMERCIAL MOTOR.
[4013] Sir,—We have carefully read Mr. J. A. Taylor's letter in your issue of February 24, and whilst we agree with him that the Proposed increased duties under the Salter Report will stimulate the demand for trailers, we think that in the second paragraph of his letter he is stepping on more dangerous ground.
In our opinion, the licensing which we are probably to be faced with is more likely to have relation to the fitness of the vehicles and the conditions of employment than to restrictions of vehicles in use. This latter form of licensing would involve too many difficulties and is not in any way comparable with the same question from a coach and bus point of view.
The real object of writing this letter is to point out that Mr. Taylor's advice—that by buying vehicles and trailers now one can "stake a claim "—is not likely to influence the licensing authorities.
Perhaps your correspondent has forgotten what, happened when the Green Line Co. tried similar tactics prior to the bringing into force of Part 2 of the Road Traffic Act, 1030. J. POLLITZER, London, E.C.4. Beck and Pollitzer.
Another Appreciation of Our Service Department.
The Editor, THE COMMERCIAL MOTOR..
[4014] Sir,-1 have very great pleasure in acknowledging the receipt of your letter of March 3. I cannot thank you sufficiently for the kindness and assistance I have received at your hands. The information is of extreme value to me and will prove, I am sure, of profound importance in my work, being the practical illustration of passenger road transport development.
Once more thanking you most sincerely for your courtesy .and invaluable aid. H.M.L. Leeds.
A Mysterious Loss of Oil Pressure.
The Editor, Tun COMMERCIAL MOTOR.
[40151 Sir,—Could you help us out of our difficulty? It concerns a Morris-Commercial 50-cwt. Leader P.B.4 engine. We have just had it rebored and fitted with new pistons, main bearings, etc. After being reassembled and started up the oil pressure rose to only 10 lb., instead of 20 lb., and half of that was air; it has been taken down and thoroughly examined by experienced men, and no fault was found anywhere; however, after being put up again and started it was just the same. The pump is quite in order, all pipes and connections correct and two grades of oil have been tried.
We might say that the pressure was quite in order before it was taken down. The same thing happened n18 six months ago when a new centre bearing was fitted, and after twice draining the sump and inspecting everything it was started up and by some queer coincidence the pressure returned to normal, although we could never find out what was done. Both jobs were carried out by the same firm with many years' experience in garage repairs. I hope that you can find space for this in your valuable paper and that it will meet the eye of a reader who has experienced the same trouble. Bedford, E. W. PILE.
.Comparative Running Costs of Petrol and Oil Vehicles.
The Editor, THE COMMERCIAL MOTOR.
[4016] Sir,—We have perused with considerable
Interest the article by " S.T.R.," under the heading of "Problems of the Haulier and Carrier," in the March 3 issue of The Commercial Motor, but would-like to point out an error in Table II referred to therein in connection with tyre costs.
" S.T.R.," in his remarks, criticizes, but finally passes, the mileage life given in Table I—i.e., 30,000 miles. Therefore, .if working on an annual mileage of 20,000 the tyre costs will only be two-thirds of the cost of one set, per year, which against figures quoted is £76 Os. and not £228 18s. (this being the figure for 60,000 miles).
This correction has the result of reducing the running costs per mile in Table II to 13.16d. in the east of petrol and 11.16d. in the case of compressionignition-engined vehicles.
P. G. RICKARD, For Armstrong-Saurer Commercial Vehicles, Ltd., (Sales And Service Department.) London, S.W.1.
[We regret the error which occurred in the artiele by • " S.T,B.," and agree with the amended figures given above. Many other letters on this matter have been received, but that published will serve to answer the remainder.—Em.]
Publicity Value Wasted by Hauliers.
The Editor, TRE COMMERCIAL MOTOR.
[4017] .Sir,.—In these days of keen road v. rail competition, the writer, who drives on the roads every day, has often noticed that, although one meets a large number of vehicles running regular goods trips up and down the country, it is nearly always difficult, except by close inspection, to ascertain from a vehicle Itself, where it comes from or to where it is going.
There is usually ample space available on the sides and rear of a lorry clearly to indicate the towns and districts through which it travels. In view of this, it would appear that hauliers are missing a valuable means for educating the public generally, and pro spective customers in particular, as to the excellent road transport service throughout the country which is at their disposal.
One often sees on lorries glaringly painted and bold inScriptions, such as "Send it by road," "We want your loads," "Distance no object," "Jones Bros. for haulage," "For reliable transport 'phone 62," etc., but seldom a word about the town of origin, except, perhaps, in small letters on some obscure part of the vehicle.
This practice may be quite all right in one district, where a service may be well known to regular customers, but, in my opinion, the operators are missing the opportunity of securing available return loads or new customers.
If the name of the haulier's town is not boldly displayed, a lorry from there might be passing a possible client's place of business every day without him knowing anything about it, and much useful publicity value
thereby wasted. J. G. PIKE. Wi sbech.
Preventing Brake-drum Resonance.
The Editor. THE COMMERCIAL MOTOR.
[40113] Sir,—The writer of some interesting notes in The Commercial Motor of March 10 most ingeniously compares the absence of squeal and " ring " in " twopiece " spot-welded brake drums with the muffled note
that comes from a cracked church bell. It is, of course, the same principle operating M both cases; in the first instance as a merit, in the second as a fault. Both are not continuously joined. We can speak from personal experience in the repair of both brake drums and church bells. Many church bells, some weighing nearly two tons, have been repaired by us. When received they emit a dull thud when struck, but after the cracks have been welded the original note and resonance are restored.
C. W. BRETT, Managing Director, London, W.C.j.. Barimar, Ltd.
Changing Over from Horsed-transport.
The Editor, TIEM COMMERCIAL MOTOR.
[4019] Sir,—I have been running a carting business since 1914, and have exclusively used horses. Owing to the increase in motor traffic, however, I hay decided to operate a 30-cwt. motor vehicle on casual work, which will include the conveyance of flour, gravel, sand, ashes and light machinery over a radius of about 25 miles. The vehicle will be owner-driven
and probably second-hand. "
Could you please tell me how much to charge per mile? Please also state the minimum age for the driver of such a lorry. CARTAGE. Gainsborough.
You will be better advised if you can arrange to charge for the hire of your vehicle on an hourly rate, asking at least 4s., and preferably 4s, 6d., per hour. It is impassible to give you a simple, straightforward rate per mile since the figure which would be profitable on a 25-mile haul would. be totally inadequate on a one-mile lead. The only thing I can suggest is that you calculate your own charges on the basis of 3s. per hour plus 3d. per mile. If you have to quote beforehand you must estimate the time it would take you to do a job, add the mileage and calculate your rate accordingly. The minimum age for a driver of a vehicle weighing, unladen, more than 2 tons is 21, unless he can prove that he was •driving such a vehicle for at least six months prior to January 1, 1930. If it weighs less than 2 tons unladen the minimum age is 17.—S.T.R.