OPINIONS
Page 37
Page 38
If you've noticed an error in this article please click here to report it so we can fix it.
and
QUERIES
SIGNALLING CONTACT; BETWEEN VEHICLES.
151221 I should like to criticize some of the points made by 0G7215, in his letter (5110, August 13), suggesting signalling contact between vehicles. I do not want to infer anything unfavourable to lorry drivers, as I agree that they are probably the best on the road, as a general rule. The arguments of 0G7215 rather defeat themselves, however, when he writes "Evidently the ' heavy ' driver is also treated with equal discourtesy by the average private driver." Here he presumably refers to the giving or not giving of signals to a vehicle behind as to when to pass or not. The point, of course, is that a heavy lorry, properly driven, should never be travelling at such a speed as to necessitate such signals being given from in front.
Your correspondent describes himself as using a highpowered car, cruising at rather above average speeds. Yet he chooses to generalize on the conduct of drivers of ears which pass him, which seems rather paradoxical: for a driver running at "above average speeds" must naturally be nothing more nor less than a road hog.
Again 0G7215 generalizes on far too large a scale when referring too disparagingly to the drivers of tradesmen's vehicles. He should try to remember that there are good and bad in all, and that the gradual development from the chrysalis to the butterfly stage has often proved the best means for developing a gbod driver.
To come to the main point : 0G7215 cries out for signals from cars in front as regards the advisability of passing. I do not deny that these signals are occasionally helpful, but they are generally unnecessary, impossible or ignored. Most drivers merely sound their horns and streak past regardless of any signal. In any case, the only ultimate judge of the possibility and advisability of passing is the driver of the car behind. He alone can know the power of acceleration of his vehicle and it is his sacred duty to make sure for himself that he can pass with ease, before attempting to do so.
The only signals that really matter are those indicat
ing a turn or a stop. S0T0NIEN'S1S. Southampton.
CAN THE CHARTS FROM RECORDERS BE " FAKED "?
; [5123] We are sorry to trouble you again with a letter relating to time recorders on motor vehicles, but the letter from "Heavy Driver," in your issue for August 13, raised a point which is of great importance to the thousands of users of recorders.
" Heavy Driver" alleges that there are "a thousand and one ways in which some of these clocks can be faked." We are not, of course, able to speak for recorders other than those of our own snake, but we have heard these allegations so many times without ever having been able to get a satisfactory explanation of how it can be done, that we challenge "Heavy Driver" to produce to us or to you any evidence that he can fake the charts from a Servis Recorder in such a way that it cannot be seen. We have heard so many stories that Servis Recorders can be stopped or faked by the application of a magnet or electric currents that we have ourselves conducted elaborate tests to see if this can be true, and in no case have we been able to affect the mechanism in any way ; A.C. and D.C. currents and powerful magnets will not stop the clock. Even in a very few cases where drivers, through the carelessness of the transport office, have obtained the possession of a key, their efforts to alter the chart have been immediately recognized in the course of the ordinary inspection.
"Heavy Driver's" remark that methods of beating the clock are leading topics of conversation in road houses, illustrates clearly why so many employers have been driven to using recorders as mechanical foremen in addition to their proper use as instruments for controlling road transport. Employers' hands have -been forced in this way because there are, as "Heavy Driver" adrnits, employees who take advantage of their freedom from supervision during their working hours. They do not resent such supervision when they are working in the garage or yard under the eye of a foreman. We have never heard the presence of a foreman being regarded as a slight upon the employees under him and we have never heard a sound reason for objecting to mechanical supervision where personal control is not possible.
R. REDSTON, Secretary,
For Servis Recorders, Ltd. London, W.C.1.
THE VACUUM USED ON BRAKE SERVOS.
[5124] If you are in a position to inform us what degree of vacuum, is commonly employed in present-day vacuum-brake equipment on commercial vehicles we shall be much obliged to you.
D. P. HASSELL,
Maidstone. For Autometric Pumps, Ltd.
[The maximum degree of vacuum commonly used on vacuum-servo brakes is about 20 ins., equivalent to 10 lb. per sq. in. This is dependent upon engine suction. If an exhauster be used, as is common practice with oil engines, it is possible to obtain 27 ins., but this is hard to sus-tain, and the average maximum pressure in the vacuum tank will be 20 ins., as in the enginesuction type .—En .
POINTS IN THE RE-WEIGHING OF USED VEHICLES.
151251 As a regular reader of The Commercial Motor will you give me a few details concerning the weighing of motor vehicles?
(I) What must actually be on a vehicle at the time of weighing?
(2) What allowances are made for petrol and water, and the oil in gearbo4c and back axle?
(3) Is it necessary to have the sides and a screw tipping gear weighed with a vehicle?
(4) What allowances are made for dirt and grease accumulated during running?
(5) Is it necessary to have the rear. mudguards in position?
Kingsland. A.W,B.
[1. The regulation governing the weighing of commercial vehicles stipulates that the machine must be weighed in the form in which it is normally used. 2. Allowances are made for petrol, water, oil, etc., and, in some places, for the spare wheel, but not spare-wheel carrier. Certain authorities, however, include the spare in the unladen weight. 3. It is necessary to include the sides and tipping gear. 4. No allowance is made for accumulated dirt. It is up to you to clean the vehicle before weighing, particularly in respect of the mud from under the wings. 5. Mudguards are included.—ED.] CAR OPERATION BY A COMMERCIAL TRAVELLER.
[5126] I should be glad if you would give me some cost details of a car which I am running as a traveller.
It is a Morris Eight dated 1936. This vehicle runs 250 miles per week in the London area in connection with my work and 100 miles weekly for private purposes. What do you consider to be the correct amounts to allow for depreciation, maintenance, tyres, etc., how long should the vehicle last, and at what period do you con
sider it should be replaced? R.V. London, W.2.
[I am emphatically of the opinion that the most economical procedure for you to follow is that of renewing your car annually. If you do so you will be able to effect the change for a difference of not more than 450, probably less, but, assuming a drop of 450, then Li per week will cover depreciation, repairs, and, with a small exception to which I shall refer, maintenance and tyres. Your other running costs per week will be Petrol, say, 10 gallons at 1s, 7d., 15s. 10d. ; oil, is. 8d. ; sundries, including the cost of one good decoke and sundry minor maintenance points—brake adjustments, thorough lubrication, change of engine oil, etc., that are usually advisable at the same time as the decoke—about £4, or, say, is. 6d, per week. Add 416 per annum for insurance and tax, say, 6s. per week. The total is 5s. per week, plus whatever has to be paid for garage rent. If a car of this type be kept for a second year, the possible economy in depreciation will be more than offset by the fact that some repair or, other will most likely become necessary, whilst a new set of tyres will be required. I have made calculations along these lines several times for different people and have invariably come to the same conclusion.—S.T,R.]
RATES FOR WORK WITH A PANTECHNICON.
[51271 What should we charge for a Bedford 3-ton pantechnicon on removal work?
We have at present 30-cwt. and 50-cwt. vehicles. The latter is just being replaced by the Bedford. The smaller vehicle is used mainly for our own delivery, but sometimes for small local removals, also as an extra when all the goods will not go on the larger van.
We have your Tables of Operating Costs, but think our case varies from the ordinary haulage work, as no two removals are alike, and the van would probably be out on this work three or four days a week, and the total mileage would probably be about 5,000 a year. Berkhanasted. REMOVERS.
[You should charge 4s. 6d. per hour for the hire of the 3-ton van within a radius of five miles, and 10d. per mile over that distance, within a minimum of 42 per day.—S,T.R.] u4 IS THE RIVAL CONCERN HEADING FOR RUIN?
[51281 My company was asked to quote for convey ing 45 children and two adults to Clacton-on-Sea from Sevenoaks, returning empty, 170 miles return, going to Clacton empty 14 days later for return of passengers to Sevenoaks. A lorry was also required for kit bags, etc. ; we intended to use one Tiger 32-seater and one Ford 30-cwt. lorry,
After quoting, our client shows us a receipt for the previous year at a little over half our figure, on this
occasion two 20-seater smart coaches were used, kit bags were in with the passengers and the concern was willing to do it again this year at the same figure.
The mere fact that the coach and lorry travel one-way empty does not, in our opinion, affect running costs.
We wish to see your figure, to settle an argument as to whether our cnarges are exorbitant or whether the
Clacton concern is heading for ruin. H.T. Sevenoaks.
[Curiously enough, I find that it would be cheaper to use two 20-seater coaches than the one 32-seater and lorry. For. the 32-seater and lorry a fair charge to show a reasonable profit on top of all the expenses you incur would be not less than 422. That includes the use of the lorry as well as the coach. It provides for two journeys to Clacton, each of which would occupy a day. I am entirely in agreement with you that the mere fact that the vehicle returns empty from Clacton makes no difference to the figures, since you, and ourselves in compiling The Commercial Motor Tables of Operating Costs, must take average figures for cost of running, which includes empty as well as fully loaded journeys. The corresponding charge for the use of two 20-seater coaches would be 420 8s.—S.T.R.]
A COST PROBLEM FROM AN ERSTWHILE HORSE OWNER.
[51291 I 'am a comparative newcomer to the motor industry, having previously relied upon horses.
At the moment I am operating a 1931 30-cwt. tipper under a B licence, 15-miles radius. My haulage work consists of drawing sand and gravel for local builders. ashes from various local works to building estates and to farmers ranging from 2 miles to 5 miles lead. Coal from wharves to institutions from 2 miles to 12 miles and occasional loads of furniture from the local market.
I am somewhat puzzled by the differences in charges of some of my competitors, as in some cases there is a difference of as. per load, notably on ashes and gravel, although they are operating the same type of vehicle as mine, Perhaps you would be good enough to let me
know what are the proper charges. E.C.S. Stafford.
[Your vehicle is rather small for use in the classes of transport you name, and, for that reason, is not likely to be profitable at competitive rates. For the haulage of sand, gravel and coal you should charge, for a twomile lead, from 1s. to is. 4d. per ton, the former if loading and unloading be easy, the latter if difficult, and midway between if the loading be average. Add .4d. per ton per mile for each mile lead in .excess of two. Furniture removal depends more upon time spent at each end of the journey. You should estimate each job on its own and charge on a basis of time and mileage. Your rate should be not less than 3s. per hour, plus 3d. per mile. For example, if a job of furniture removing takes you six hours and you cover altogether, coming and going, six miles, you should charge 18s. for time and 1s, 6d for mileage, which is 10s. 6d, That includes only vehicle and driver. Charge a further 1s. 6d. per hour for each additional man.-S.T.R.]