OPINIONS FROM OTHERS
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Steel for Van Bodies,
The Editor, THE COMMERCIAL MOTOR.
• [2815] Sir,----Thanks for excellent Goods Transport Nutnber. In connection with it we would like to draw your attention to a paragraph in your article entitled "Body Features of Vans and Lorries," wherein you say : "It is probable that the ideal commercial body is that which is constructed entirely of metal. With this form of construction the body can be made as light as, if not lighter than, wood, etc."
We would inform you that we have constructed two all-steel van bodies, insulated for the carriage of frozen meat, to the order of Mr. J. E. Heath, haulage contractor, of Nottinghai*.
The dimensions and weights compare very favourably with wood, and are as under :— • 16 ft. 6 ins. long, 6 ft. 6 ins. wide, 7 ft. 8 ins, high; weight, 18 cwt.
16, ft. 6 ins. long, 6 ft. 6 ins. wide, 6 ft. 6 ins, high; weight, 16 cwt.
iTliese low weights hare not been gained by any use of light alloys, but by the utilization of steel sheets for bracing purposes.--Yours faithfully, • . , E.. ain/41,L, for T. Darnell and Son.
Quickly Detachable Semi-trailers.
The Editor; THE COMMERCIAL MOTOR.
[2816] Sir,—May we commend your action in drawing attention to the economies of six-wheelers in the haulage of bulky loads in your issue of June 4th (page 574) and at the same time may we be permitted to point out• that the saving so effected is nothing approaching what it could be?
We refer, 'of course, to the quickly detachable semitrailer Unit. The fact that in some parts of the world its use has increased 100 per cent. in four years speaks for itself.
As we write we have by us certified accounts from a boxmaker who .replaced two 2i-ton lorries and a light truck by two 1i-ton vehicles and semi-trailers and made a saving per day of, roughly, 12, or a return on his investment of 40 per cent, per annum.
With quickly detachable units of every type available on the market to-day we think you will agree, sir, that there is ample opportunity for manufacturers of this and other classes of goods still further to reduce their costs.—Yours faithfully,
• R. F. BARTLETT, For the Transport Equipment Co. London, W.C.2.
More Queries on Costs.
The Editor, THE COMMERCIAL Mown:
128171 Sir,—I have been reading your articles on "Problems of the Haulier and Carrier," but I am not quite clear on some points. In your February 5th issue you quote Sid. per mile as the minimum and suggest 10d. per mile for delivering goods at various places. Does this mean 10d. per mile for the outward journey only or 10d. per mile from manufacturer's warehouse and back? Supposing I obtained a contract to deliver goods, some at, say, London (117 miles), 'Cambridge (80), Nottingham (58), how would you quote for same, using a 25-cwt. lorry?
Please also send me your Tables of Operating Costs.—Yours faithfully, PROBLEM.Boston, Lincs. [The price per mile is based on the total distance travelled, that is to say, the distance from the manufacturer's warehouse to the destination and back again.
The answer to your second question depends upon your weekly mileage. If you are doing 200 miles per week you should charge is. 3d. per mile, 300 miles per week 11d, per mile, 400 miles per week 9d. per mile. These figures are taken from the last portion of Table I in the Tables of Operating Costs sent to you, under the heading "One Ton" (b), which is sufficiently near to be applicable to most 25-cwt
An Interesting Overseas Transport Problem.
The Editor, THE COMMERCIAL MOT011.
. 12818] • Sir,—In the near future the following transport problem will have to be tackled in a certain part of ..the -British Empire,' and •perhaps some 'of your readers, more especially those who are manufacturers of motor vehicles, might like to give me the beriOt .of. their views as to howthe problem can most economically be solved.. Incidentally, there is an opportunity for the supply of a fleet of motor vehicles, preferably of British manufacture, and all of the same type, as this would simplify maintenance and repairs.
The problem is to transport about 200 tons per day under the following conditions:— (1) By Government regulations only pneumatic tyres are allowed to be used.
(2) The roads are good and well engineered so far as the conditions of the topography of the.' country • permit, but several hair-pin bends have to be negotiated on which the grade is a maximum of 1 in 8 and the inner radius of curVature is 26 ft.
(3) The distance to be traversed when loaded is 27 miles, alt on the up-grade, and the total height of climb is 3,500 ft. in that distance. Return journey will be made with empty vehicles.
(4) During certain months in the summer the temperature rises to about 115 degrees Fahr.; consequently the cooling must be ample.
(5) In order to economize in drivers' wages, capital cost, maintenance, amortization of the fleet, etc., it is desirable that as large loads as possible be transported each trip, but, naturally, the net load per vehicle is' governed by the grades in combination with the power of the engine and by the following Government regulations as regards axle weights, etc.:—
(a) Lorries: Maximum axle load, 34 tons with single pneumatic tyres, 5 tons with double pneumatic tyres.
(b) Six-wheeled lorries : Six tons on the four back wheels.
(c) Trailers : Three tons on each axle.
(d) Lorries must be fitted with four-wheel brakes.
(e) Trailers must be fitted with brakes and articulated with the lorries for steering.
(f) Maximum speeds that will be permitted are: Lorries, 121 m.p.h.; lorries with trailers, 10 m.p.h. outside _municipal areas and 8 m.p.h. within municipal areas.
N.B.—As regards bulk of load, it may be taken that about 40 cubic ft. weigh one ton. •
At the end of about three years there will bebut little use for the vehicles, as when the volume of traffic, which will be rapidly increasing, is sufficient to justify the construction of a railway one will be built. The problem, therefore, includes it consideration of whetber it would be better to pnrchase motor lorries or tractors and trailers in the first place. The lorries could, probably, subsequently be utilized as passenger vehicles after fitting with suitable bodies, a class of business which is also rapidly increasing in the country referred to, whereas there would be but little opportunity for utilizing the tractors and trailers and it would be difficult to find a market for them.
In view of the very hilly nature of the country it would seem preferable to use multi-wheel drive, as single drive on pneumatic tyres, especially if the lorry engine be sufficiently powerful to take a trailer, would be asking rather much of the tyres on one axle.
Petrol is expensive, about 2s. 6d. per gallon, and paraffin in proportion, but Diesel oil can be had at reasonable rates. There is no coal or charcoal in the country, so producer-gas lorries are not feasible there.
—Yours faithfully, PIONEER. Southsea.
[This problem is one of remarkable interest, and whilst any replies addressed to " Pioneer " will be forwarded unopened, we would like to be given the opportunity to publish those not considered as confidential, in which case we would like a copy of the
Should the Rate be -Cut ?
rite Editor, THE COMMERCIAL MOTOR-.
[28191 Sir,—We have at present a contract with a large firm in this city for the transportation of manufactured articles from their factory to the depot. The vehicle is a KS Karrier van, dated 1927; the loads are usually 5-6 tons, so that the vehicle is not unduly overloaded ; the work totals between 100 and 120 miles per week, petrol 25-28 gallons per ,week and . oil something under one gallon for the same period. The work is regular, 8ihours per day, 54 days per week. The rate of pay is 55s. per day ; owing, however, to competition, we are .afraid we shall lose the job unless our price be reduced. We pay the driver 05s. per week (he has no mate). Naturally, we do not wish to let the job go and we know that the other vehicles are older and not so suitable ; we think that we shall, if required, come down to 50s. per day, but no lower.
Your views on the matter will be appreciated.—Yours faithfully, FAIR PLAY. Manchester.
[This job just pays at 55s. per day, the gross profit being 14 is. 6d. At 50s. per day the gross profit is £2 14s.—S.T.R.]