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Answers to Queries.

8th July 1909, Page 20
8th July 1909
Page 20
Page 20, 8th July 1909 — Answers to Queries.
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Which of the following most accurately describes the problem?

Our readers will be informed by the Editor on any points connected with the construction or use of commercial motors.

• W here a direct reply is desired, a stamped and addressed envelope should be enclosed : if a request for privacy is not specially made, any query and answer may be published.

About Licenses.

[1.423] " S.B." writes :—" Will you please give me information as to what licenses are required for a steam wagon to carry 2-3 tons, with iron tires, also licenses for a char-a-bancs ? "

ANSWER—NO license is required for a steam lorry, but you must register it (a single payment of I:1) with some registering authority, or ask the makers to do this for you. A char-a-bancs must be similarly registered, but, if used to ply for hire, and not merely to carry out booked trips to order, you will require a stage-carriage license from any borough council or urban district coun-cil within whose area the vehicle plies. Every driver must have a separate license (5s. per annum).

The Replacement of Horses.

[1424] "CARMAN AND CONTRACTOR " writes :—" We shall be glad if you will give us some particulars as to the cost of running motor wagons in the place of horses. We -should require vehicles to carry about 2 tens 10 cwt."

Astsweic—Our issue of the 24th June contains certain information, on its first page, about comparisons with horses. We might also particularly recommend you to peruse our "Motor Hiring Special" of the 15th October, 1908, but very few of this are left, and the cost is 2s. ad. per copy. You may take it that the total running cost -of a 24-ton petrol vehicle, with rubber tyres, if you can give it as much as 250 miles per week, will in no ordinary circumstances exceed 9d. per mile run, which figure also covers depreciation, maintenance and insurance.

-A Load of from 7 cwt. to 10 cwt.

[1425] " SoirrifsawErt " writes :—" We should be greatly obliged if you would give us your opinion as to what you consider would be the cost per mile of running motorvans with loads of from 7 cwt. to 10 cwt., 'each van to run about 10,000 miles per year, for a period of three years. If you know of a van suitable for such work, please advise."

ANSWER.—We should reckon the cost about which you 13aquire, on the basis of 200 miles a week, to reach 4.5d. per mile run; were you able to increase the distance to 400 miles a week, the cost would fall to 3d.-3.25d, per mile. We should think you would get a van of the type about which you enquire from the Star Engineering Co., -of Wolverhampton, or from Sturmey Motors, Ltd., of Coventry.

-Motor Milk Vans.

[1426] " DAIRY " writes :—" Can you give me any information in regard to motor milk-delivery vans? .My milk load would be up to one ton, all in quart, pint, and half-pint bottles, and some six to nine cans containing three gallons each. The distance run comes to 30 miles a -day, on good roads, but rather hilly, stopping at about 100 to 150 houses.

"I should require the body to be in the form of a shut-up van, to exclude all dust, and fitted with shelves with divisions for containing the bottles.

" I have been informed that the wear and tear of the tyres in continual starting and stopping entirely prevents a motor from paying on a milk-delivery round, and it is the expense involved which precludes tradesmen generally from adopting them for delivery of parcels. This opinion I should like verified or contradicted. Would solid tyres be more economical, or would the jolting be detrimental to the milk ? "

Aramaic —We would refer you to our issue of the 6th 'May, in which you will find references to motor milkvans on pages 183 and 180. Our issue of the 24th June answers some of your queries, and indicates our views upon comparisons with the one-horse van.

No harm will be done to the milk, and solid-indiarubber tyres, provided you order them of ample section, should be entirely satisfactory. We recommend you to specify tyres of 20 per cent. greater section than is advised by the maker, and you will then be on the safe side, both as regards lessened vibration and longer life.

Herald engines and Parts.

[1427] " MOTOR JORMASTER " writes :—" THE COMMERCIAL Mown,' Vol. IX., No. 220, May 27th, 1909, page 245, answer to query No. 1,408 reads :—' Can you inform me as to whether the company which made the above engines still exists, or, failing that, from whom can I obtain spare parts, etc. ? ' The answer : ' We regret that we cannot assist you in regard to Herald engines or parts. We understand they are no longer sold in this cossitry.'

With reference to the above paragraph, I should be very much obliged if you would put me in communication with your correspondent, or, failing that, to insert a paragraph in your esteemed journal to the effect that I can supply a complete Herald chassis, fitted with new Polack tyres, or sell the engine and parts as spares when required."

AwswEs.--We now learn from our previous correspondent that the Paris address for engines and parts is 7, rue Carnot, Levallois (Seine). We shall, of course, be happy to give the name and address of "Motor Jotmaster" to any proper applicant.

The Life of a Motorcali.

[1428] "CAVENDISH SQUARE" writes :—" Kindly inform me re the following :—How far ought I to run a taxicab: (1) before needing to rebore the cylinders, fit new pistons and rings, rebush bearings of engine; (2) before needing new gear wheels in differential and gear box; and (3) before renewing steering gear (4) How often is it necessary to have these parts overhauled and adjusted, and how long before new cams are wanted on half-speed shaft in crankcase?"

ANSWER.—The frequency of the replacement of parts on a taxicab depends, as in every class of machinery, upon many various considerations of which the following are a few : (1) the quality and suitability of the type of machine you select; (2) the class of work you intend to undertake (Metropolitan or provincial, public or private hire); (3) the efficiency of the arrangements made for daily inspection and adjustment; and (4) the class of driver, etc. With reasonable supervision and inspection, and with careful use, a well-designed cab chassis, employed on suitable work, should not need to have its cylinders rebored, or the fitting of cams, new pistons or differential gears, during the whole period over which you will allow for depreciation—say, five years.

Superficial examination should be made every day ; a more-careful inspection of steering gear, brake gear, change-speed gear, and engine details should be insisted upon at least once a week ; a thorough overhaul, which may or may not need to include the fitting of new piston rings, spring pins, steering-gear pins, brake details and change-speed gear wheels, must be made once a year. This last-mentioned overhaul should also include the inspection, and, where necessary, the refitting of all bushes and bearings. The cab will have to be presented for relicensing each year, and the inspectors must be satisfied that the mechanism is still in a satisfactory condition throughout. We shall be pleased to answer further detail and specific queries.


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