OPINIONS and QUERIES The " C.M." Tables of Operating Costs Useful when Changing Vehicle Types.
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The Editor, THE COMMERCIAL MOTOR.
[4098] Sir,—Will you kindly send me The Commercial Motor Tables of Operating Costs, particularly those relating to Fordson 2-ton vehicles. Having replaced 4-5-ton lorries by the smaller type, I have worked out my own scales, but would very much like to have your tables, and should appreciate any assistance they might render.
I should like to take this opportunity of expressing my appreciation of the useful information one is able to glean from The Commercial Motor and the hope that it may continue to be of service to hauliers, big
and small. C. WILLI/gas.
Windsor. (p.p. J. W. McLean).
The Transport of 5,000,000 Bricks.
The Editor, THE COMMERCIAL MOTOR.
[4000] Sir,—Being regular readers of your journal, we should be glad if you could offer us any information in connection with the following contract, for which we are submitting prices.
The job is for the haulage of 5,000,000 bricks ex brickyard, to building site, a distance of 15 miles each way, with a wide fiat road. The weight of the bricks is 3 tons 10 cwt. per 1,000.
We propose using an Armstrong-Sourer Dauntless 6-8-ton vehicle and three trailers. The arrangements would be that one trailer win be loaded at the brickyard with 2,000 bricks, while the Sourer and trailer are in transit with 2,000 bricks on each, making a total load of 4,000 and the third trailer is being unloaded by the contractor on the site.
Our position would be that we would have to load, with the help of the pit people, 2,000 bricks on the lorry, pick up the trailer which will be already loaded, haul 15 miles to site, unhitch trailer, hydraulic-tip 2,000 bricks, pick up the empty trailer and return to the works.
The Armstrong-Saurer oiler is 12 months old and averages, without trailer work, 10 m.p.g. at 4d. per gallon. The wages of the driver and mate would be 13 per week each.
We should be glad if you could offer any suggestion as to the approximate transport cost per 1,000 bricks for this particular job. BRICKS. Oxford.
[According to my calculations the running costs of your vehicle and trailer will amount to 6d. per mile. The standing charges, including provision for the capital outlay on the two extra trailers and wages for driver and mate, will be 412 per week. On the basis of three trips per day, five days per week, and one trip on the Saturday, you will cover altogether 16 round trips, which is equiva lent to 450 miles. Your total cost of operation will therefore be is. per mile, that is to say, 30s. per round trip. As you will carry 4,000 bricks, per trip, that is
equivalent to 7s. 6d. per 1,000. -This is your net cost of vehicle operation, and you must add something for establishment charges as well as profit before you arrive at a minimum profitable eharge.—S.T.R.] Bus-body Building.
The Editor, THE COMMERCIAL MOTOR.
[4100] Sir,—From time to time The Commerci al Motor gives valuable information on the above subject, and we have just had ,occasion to recommend one of our overseas distributors to read it specially for that purpose.
We have very frequent calls from the field on this topic, always for information on the construction of a light bus body, suitable for mounting on a 30-cwt.-2-ton chassis. The information which appears in The Commercial Motor rather presupposes, and quite rightly, a basic knowledge of bodybuilding, and it is necessary to go to some length to get them acquainted with the "fundamentals."
Can you recommend a comprehensive manual on the subject, please? There is a very excellent treatise on the subject by Butler. Do you know of others which are good, but at the same time not too high in price? Your advice on the point would be much appreciated.
WILLYS OVERLAND CROSSLEY, LTD.
Manchester. (Export Department.) [So far as we are aware, no hook has been published which deals entirely with bus-body building. Mr. Butler's book is the only one available which includes this part of the subject, but as it attempts to cover the whole field of bodybuilding it cannot claim to be exhaustive on any particular branch of the subject. At the same time, Mr. Butler's book gives much information regarding the fundamentals of bus-body construction, and there are several illustrations of bus framework specially drawn to help the beginner.—ED.]
Starting a Small Haulage Business.
The Editor, THE COMMERCIAL MOTOR.
[4101] Sir,—Please send me a copy of The Commercial Motor dated April 7, with " S.T.R.'s " first article on starting a small haulage business; also your Tables of Operating Costs for vehicles from 30 cwt. to 3 tons.
I wish, at the end of this year, to start a small haulage business with one lorry, driving myself, and I would be very grateful if you could advise me on the following points :— (a) Where to go—i.e., what part of the. country offers the most .likely field for development? I am willing to go to any part except Ulster.
(b) What type of haulage to go in for.
(c) What size of lorry to buy. .
(d) What type of body to fit. '(e) How actually to start about the business.
(f) Any other advice you can give me (g) Whether long or short-distance haulage is most profitable. I would prefer long-distance—i.e., up to 200-250 miles daily. My capital will be about £1,000, but I do not wish to sink it all, as I want a reserve to fall back on in the event of bad times.
With regard to myself, I reckon on living at 35s. to 40s. per week. I have a good deal of experience as a driver of vehicles from light cars up to 10-ton six-wheelers. I have also a certain amount of experience in workshop practice and can carry out most normal repairs myself, so maintenance costs should be low.
I am aiming at building up a sufficient business by the end of 1935 to justify buying a second lorry, as I hope then to be joined by a friend, who has also considerable driving experience, both in civilian life and in the Army. I can also keep accounts, having had a certain amount of experience of book-keeping and clerical work.
-I do not wish to go into partnership in an existing firm.: I want to be entirely my own master.
Poonir SAHIB. [Yours is a most difficult inquiry. I could answer it by saying thatMaulage prospects are just its good anywhere in this country, so that you would be best advised to tiaako your headquarters where you have personal friends and some possibility of arranging a connection 'beforehand. You do give me a pointer in stipulating that your initial investment must leave a considerable margin out of a capital of £1,000, and I. may say that I regard that proposal as very sound. It does, however, limit you as regards the capacity of. the machine, and, since longdistance haulage can be made to pay with only the largest and heaviest types, it automatically answers some of your questions in that respect. The following answers to your specific inquiries are based upon the foregoing:— (a) I suggest the Midlands, Leicestershire,, Northamptonshire or Nottingham as being the most likely field. (b) 'Take up general haulage of the goods manufactured and produced in that area. (c). Purchase a vehicle which weighs less than 21 tons unladen, and thus has the legal speed limit of 30 m.p.h. (d) Fit a Luton-type body. (e) You will have to go into the district, make personal inquiries and try to fix up some arrangement with local manufacturers. (f) Do not be misled into quoting cut rates as a means for getting preliminary business, hoping that you will be able to increase those rateslater on. (g) Short to mediumdistance haulage with the type of vehicle I have recommended.—,S.T.IL]