OPINIONS FROM OTHERS
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Cleaning Destination Indicators.
The Editor, THE COMMERCIAL MOTOR.
[2794] Sir,—As probably the largest manufacturer of indicators and screens in the world, might we be allowed to express our opinion that your correspondent is tackling an almost hopeless proposition in attempting to clean up destination-indicator screens?
Aa matter of fact, a properly produced screen, mounted qn a satisfactory indicator, should last for years and never want cleaning. In any case, it would probably be cheaper to purchase a new screen.—Yours faithfully, For the Equipment and Engineering Co., Ltd., ARTHUR 'VICKERS. London, W.C.2.
Querying a Haulage Problem.
The Editor, THE COMMERCIAL MOTOR.
[2795] Sir,—Being engaged in a road-transport organization, I regularly read your journal and find it both interesting and helpful.
Regarding the haulage problem in your issue dated April 30th, page 412, based on your Tables of Costs dated March, 1928, running costs on a 12-ton steam wagon would be 9.45th per mile and fixed charges 3,088 pence per week. These two for a 570-mile week give a total operating cost of £35 6s. 3d.; adding to this establishment charges of £2 10s. and a profit of £10 10s. we get a total of £48 6s. 3d.
The revenue from 120 tons at 9s. per ton would be £54—not £45 as stated in the problem—which seems to be a paying proposition.
The operating cost shown as £32 is apparently on a different basis to the Tables I have quoted. I therefore take this opportunity for asking you kindly lo send me two copies of your latest issue.—Yours faith fully, J. H. BICHLE.
[In the Tables of Operating Costs now current the running cost of a 12-ton steam wagon is 9.35d. per mile. The standing charges still remain -at 3,088d. per week, but these include an item of 1,080d. for allowances which are only payable when the work invtilves the driver and mate being away from home. In the problem under review there is no need for this expense and the item is reduced accordingly to 2,008th per week. On that basis the total operating cost is £31 13s. 2d., or £32 in round figures as quoted in the problem.
The figures for revenue have been accidentally reversed. The gross return should be £54 and not £45 as stated in the answer to the problem. Copies of the Tables of Costs have been sent to you and I would point out that the Editor makes no charge for these.--S.T.R.] The Transport of Awkward Loads.
The Editor, THE COMMERCIAL MOTOR.
[2796] Sir,—We are interested in letter No. 2770 by your correspondent Mr. C. E. Varian.
Undoubtedly Mr. Varian is on the right track in using a two-wheeled " pole " trailer in conjunction with a swivelling bolster on his truck. The only alteration necessary will be to fix a proper trailer hook and • arrangesfor the sides of the existing body to dismount, thus leaving a flat platform. Might we add that by this method, given suitable road-contour conditions, n44 he can increase his load to 7-9 tons without overloading his vehicle, as he is at present?
We would further point out that we can supply the complete equipment for this class of work; indeed, four-wheeled side-by-side pole trailers have been supplied to handle a 70-ton girder in one piece. This job was done by a Knox tractor and two of our 82210 pole trailers. Other loads have been bridge girders 60 ft. long, 60 ft. high and 45-tons weight.
We would be pleased to go farther into the matter if your correspondent would get into touch with us.— Yours faithfully, R. F. BARTLETT,
For The Transport Equipment Co.
The Difficulty of Maintaining Haulage Rates.
The Editor, THE COMMERCIAL MOTOR.
[2797] Sir,—With reference to your reply to "Haulier," giving figures for the conveyance of cement.
We note you say, "Assume you want to make £9 per week profit." Are there still such places in existence where it is possible to make anything approaching this figure from one vehicle?
The quotation for cement is particularly interesting, as we have just been making inquiries about a return load of cement. Granted the distance is a great deal less-36 miles each way (one way for return load) to be exact—but the price we were offered for the job was 5$. per ton!
No doubt the figures you supplied were fair prices, .but we rather doubt whether "Haulier '! will obtain them.—Yours faithfully, TRANSPORT. Sherhorne.
[We appreciate, unfortunately, how true is your statement of the conditions affecting prices for haulage contracts to-day. On your side we are sure you will appreciate, not merely from thi:-.3 letter but from previous correspondence we have had with you, that it has always been our policy to endeavour to maintain rates for haulage at a reasonably profitable level, a task which is, as things are, practically impossible.
You will agree also, we are sure, that the price of 5s. per ton which you say was offered to you for carrying cement 36 miles, is ridiculous arid absurd. On the assumption that you carry 10 loads a week your costs of operation and establishment charges with a 7-ton lorry would be over £30, your revenue for the conveyance of 70 tons £17 10s.— S.T.R.1
Legislation that Helps Industry.
The Editor, THE COMMERCIAL MOTOR.
127981 Sir,—The benefits conferred upon this country by recent legislation in the interests of industry are too apt to be overlooked by the casual observer. That they are not only real but substantial I know from ray own experience as an auctioneer, surveyor and .valuer of factories in and around London for many years. May I be allowed to cite a few instances that have come under my personal observation within the past four years?
Owing to the persistent pressure of the safeguarding policy, American and other foreign manufacturers were faced with the necessity of establishing factories in this country or losing their sales in the British market. As It direct outcome large sums have been invested by American manufacturers during the past two years in land and buildings in this country. Factories and factory sites in London and the home counties have been absorbed to such an extent within the past three years that to-day there is not a modern factory on the market, whilst even factory sites in a central situation are at a premium.
A similar process is taking place on the arterial roads around London. Not only has the making of these roads provided work for great numbers of unemployed, but the roads themselves have rendered available to manufacturers many acres of extra land for works sites. For instance, the whole of the frontages on the Great West and North Circular roads, not scheduled for houses, are now either occupied by busy factories or have been acquired for sites.
The Minister for War in his recent speech cited the case of the Ford car, which, thanks to safeguarding,
is now manufactured in this country or. a large scale, thus providing work for thousands of men. But this is by no means the whole story. Safeguarding has practically forced concerns like the manufacturers of the Citroen and Renault -vehicles to come here, and the Fiat Company has also bought an extensive site at Willesden.
Other foreign motor-vehicle makers are now negotiating, with similar intentions. Foreign tyre manufacturers, too, are already well represented. Michelin, Goodyear and Firestone to-day occupy factories in this country with well over a million square feet of floor space, all of which have been established within the past three years—to the benefit of the British workers.--Yours faithfully,
C. FULLER HALL, London, W.C.L