Opinions from Others.
Page 16
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▪ The Edito, invites correspondence on all subjects connected with Me use of commercial motors. Letters should he on ,one.,;side of the pier only, and lype•writlen by preference. The right of abbreviation is reserved, and noresPonsibility • for views eApressea is accepted. In the...case of experiences, names of towns or localities may be withheld.
'The Speyerder and the Bee"—Tbe Central London NuE a Part of the Spider's Web.
The Editor, THE COMMERCIAL MOTOR.
[1487] notice in the illustration on page 431 of your issue of 2 January anuary last that you have in cluded the Central London Railway in the diagram of the spider's web. I would point out, however, that this line is not included in any amalgamation whatever, and is distinctly independent of any such scheme.
I shall be glad if you will make the necessary correction in your next issue.—Yours faithfully,
EDWARD MOBS, Secretary. Oxford Circus Station.
We were aware that the Central London Railway Co. was no participator in the projected motorbus sod tube amalgamation. The London tube map was used in a diagrammatic sense only in our cartoont last 'week; no railway line was intended to be specifically indicated.—En.] The Effect of Delays at Docks and Warehouses.
The Editor, THE COMMERCIAL MOTOR.
[1488] Sir,—I should be glad to know if you would inform me whether you have heard, from users of commercial motors in London, any complaints about delays caused by the congestion at the delivery doors of the warehouses in the city. The delays referred to are those due invariably to the absence of proper unloading facilities in which so many of the warehouses in the city, both large and small, are at present so deficient. I am reliably informed that lorries under load from the docks have to wait often as much as four and five hours after arrival at their destination, in a long rank awaiting their turn. This takes place in narrow side streets as a rule where it is impossible to manoeuvre, and is, no doubt, due to the means of delivery having outgrown the methods of taking delivery.
This was Fiven to me, by a member of a wellknown shipping firm, as the reason why they could not see their way at present to making any change from delivering goods in the old-fashioned horsedrawn vehicles. It would be interesting to know if this difficulty has presented itself to others engaged in this class of work and, if so, what arrangements, if any, can be made to overcome it.—Yours truly, A.K.R.
[Delays of the kind which you mention are common. They are an on. doubted factor in hindering the general adoption of motor transport. so far, although in a diminishing degree, the cost per hour of a motor vehicle is greater than the cost per hour of a horse-drawn vehicle of equal load capacity. Hence, if the motor cannot make up for terminal delays over a straightaway run of some length, it is still frequently more economical to employ horses, as they are slightly cheaper for idling purposes where demurrage occurs to any great extent.—En.
Faulty Delivery Organization.
The Editor, THE COMMERCIAL MOTOR.
[1489] Sir,—The interesting memorandum by " Despatch " in your issue of the 25th January has drawn attention to the many difficulties associated with motor transport at the present time.
It should be remembered that much Of the delivery system of the, country is still in the hands of the
horses' friend," who often fails to realize the financial losses attendant upon the tardy loading and consequent delayed service of motor lorries, and further that a large motor lorry costing from 2700 to 2800 represents more than the cost of a " flotilla " of animal-drawn vehicles.
With regard to the delay in obtaining the load, much time might be saved in large houses by an energetic system of collection : of course, the packing, especially in heavy goods concerns, requires " speeding up,' to time with the rapidity of motor transport. By the way, motorvans on the Continent are frequently padded to lessen the risk of damage to contents ; if this were adopted in this country, the packing might be lessened, and time and money saved.
In my opinion, during the next few years, we shall see great changes in the transport attached to commercial houses. The ever-increasing number of motor lorries, the great and growing radius of delivery, the competitive desire to open up new areas of supply from the Metropolis will bring to the front a new type of "transporter "—efficient in mechanical detail, versed in the topography of distant counties, and of indomitable energy and perseverance.
As trade follows the flag, so will the "new transporter " develop fresh fields, for the sale of his employer's goods, bringing the advantages of town supplies at town prices to the most-remote hamlets of the country. In the meantime, let us have patience ; all new industries require time for effective progression.
I think, also, that some of the large motor manufacturers should have a commercial expert (not a verbose salesman) attached to their staff ; one understanding the requirements of many businesses, and whose services would be at the disposal of those about to discard the old order of things for motor transport ; he could quickly create cheap and efficient deliveries, and his direct contact with trading requirements would be of immense value to his employers.
In conclusion, all readers should think seriously over the evidently-experienced communication of Despatch" and do all in their power to provide the remedy in their own cases.—Yours faithfully, "TRANSPORT."
Transport in Lancashire.
The Editor, THE COMMERCIAL MOTOR.
[1490] Sir,—As a Lancashire motor expert, and having a large connection with commercial users, I have read with interest your article on the Northern Counties Transport Co.'s prospectus. I entirely agree with your remarks, having gone thoroughly through this company's prospectus, but I think there are some serious points which you may have missed, thus (1) They have allowed 21500 for insurance— complete cover, I take it—for 100 wagons, 100 drivers and 100 assistants, workmen's compensation, loaders, office staff, etc., and fire on the premises, goods in transport, etc. Is this sufficient!
(2) Again, according to their prospectus, they have estimated their maintenance on 40 loaded miles per day, not taking into account the 20 unloaded miles run per day, making a total of 60 miles per day run according to their own figures. Will it cost. nothing to run these 20 unloaded miles per vehicle per day!
Although, on the face of their prospectus, I personally should not care to invest money in the concern, still, for the sake of those who have done so, I sincerely trust the venture will be a success, and that at the end of 12 months of working they will be in a position to pay a dividend, which in my opinion is very doubtful.—Yours faithfully,
"A LANCASHIRE MOTORIST."
[The insurance provisions are low. We took the repair costs, for tbe nurPoses of comment, on the basis of 60 miles per day, and the prospectus
(lid the same—En.]