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OPINIONS FROM OTHERS
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only and, preferably, typewritten. The right of abbreviation is reserved, and no responsibility for views expressed is accepted.
Our Goods Transport and Haulage Number.
The Editor, THE COMMERCIAL MOTOR.
[2820] Sir.—We should like to take this opportunity of congratulating you on your Goods Transport and Haulage Nutnber of The Commercial Motor. We think the number of illustrations of the different types of vehicle, coupled with the descriptions and technical details of each, serves to make this Issue invaluable in solving the many and varied haulage problems.
In our opinion it is one of the best specialized numbers you have published.
Wishing you every success.—Yours faithfully, V. 0. SKINNER, Director, Londel, N.7. For the Gifford Motor Co.
The Editor, THE COMMERCIAL MOTOR.
[2821] Sir,-1 feel I must write to congratulate you on the recent special issue dealing with goods trans port and haulage. I think it is the best number The Commercial Motor has ever put out. I have read i from cover to cover and found it full of the mos interesting and instructive matter attractively dis played and with excellent illustrations.
-I feel sure my appreciation has been shared by al other readers and there is no doubt, in my opinion, that if this excellent standard be kept up the circulation of your journal will increase materially.—Yours faithfully.
Maidenhead. D, NORMAN POLLOCK.
Limited Horse Transport.
The Editor, THE COMMERCIAL MOTOR.
[2822] Sir,—Your leader on the subject of traffic hindrance by horse-drawn vehicles was very much to the point. The evil that arises from the presence of these slow-moving, cumbrous vehicles on the streets of our cities to-day is so obvious to those who are daily losing time and money for that reason, that exasperation rather than the will to argue the point is a more prevalent feeling.
There are times, however, when it becomes a matter for consideration as to whether certain types of motorpropelled vehicle, typeSwhich are here and there being substituted for the horse-drawn, are not just as likely to be as troublesome. I have several times within recent months discovered that a retardation of traffic has been due to the presence, in a busy thoroughfare, of a small tractor pulling a heavy load. In Holborn the other day, for example, a block of traffic nearly half a mile long was due to the presence on that road of one of these tractors hauling a pantechnicon. The use of mechanical transport in all its various forms is to be advocated, but this sort of occurrence cuts the ground from under the feet. of those of us who argue that its effectiveness is being seriously diminished by the obstruction which is caused by the presence of horse-drawn vehicles.—Yours faithfully,
London, W.C.1. EXPEDITE.
[This criticism may be justifiable where old types of tractor are employed, but most of the latest models are more powerful and roadworthy and can achieve quite a respectable average speed.—En.] Where Should the Accelerator Pedal Be Placed ?
The Editor, THE COMMERCIAL MOTOR.
[2823] Sir,—I have read Mr. Noyes's letter on the above subject and I cannot understand why he prefers the central position for the accelerator pedal.
The official societies of both France and England have decided that the proper positions for the pedals are left-hand pedal for the clutch, the next pedal on the right for the brake, and the accelerator pedal to the extreme right. The clutch and brake pedals are generally divided by the steering column. This is the most naturaland comfortable position for driving and is far better than the in-toed position that is required by the central accelerator pedal, and it would be interesting to hear further from Mr. Noyes as to why he prefers the central position against the experts of France and England.—Yours faithfully, S. F. EDGE.
The Editor, THE COMMERCIAL MOTOR.
[2824] Sir,—It may interest your correspondents on the question of the position of the accelerator pedal to know that the Standards Department of the S.M.M.T. has realized the importance of the question of standardized controls with the result that, after careful consideration by the technical representatives of manufacturers concerned, a provisional standard for the positions and movement of control pedals and levers for private cars and commercial vehicles. has been issued, contained in
1
the Data Sheet No. 151.
The value of the recommendations is enhanced in that they represent the current practice of the majority of manufacturers, and it may be confidently assumed that in those cases where models do not incorporate these recommendations already it will only be a matter of time before they do so. Further identical recommendations have also been adopted, or are in the course of adoption, by the appropriate authorities in France, Germany and the United States.
The effect of the recommendations, in so far as control pedals are concerned, is to provide that, whilst the clutch pedal remains in the accepted position on the left-hand side of the steering column, looking from the driver's seat, the pedal operating the foot brake is accommodated on the immediate right of the steering column with the throttle pedal on the outside.
The layout thus suggested should go far towards minimizing-the risk of accidents to which your correspondents refer.
A copy of the Data Sheet in question will be forwarded, free of charge, to any reader of your journal making application to the Standards Department of the S.M.M.T., 83, Pall Mall, S.W.1.—Yours faithfully, HORTON, London, S.W.1. Publicity Dept., The Society of Motor Manufacturers and Traders, Ltd.
Converting the Dennis to a Six-wheeler.
The Editor, THE COMMERCIAL MOTOR.
[2825] Sir,—I would like the opportunity for replying to letter No; 2812, from Wm. Hurlock, Jar., Ltd., which appeared in 'your issue dated June 25th,
concerning my conversion of the subsidy-type Dennis lorry to a six-wheeler.
They use the veiled suggestion that I saw their vehicle and copied their idea for my conversion, but they very carefully refrain from stating that they did not convert a 4-ton Dennis to a six-wheeler until a short time ago, and I emphatically deny the truth of their suggestion.
The only thing I saw at their works was a photograph, which conveyed nothing to me as, incidentally, my conversion was at that time well under construction and my fitting an accomplished fact.
I saw their recent conversionof the 4-ton Dennis when it was delivering goods near my works and the only comment I have to make on it is that to assume their fitting is in any way like mine is to do a great injustice to my vehicle.
My suggestion is that they place their vehicle beside one of ray own and that you, sir, allow your expert engineers to examine the merits of each machine, and I am prepared to abide by the decision of your impartial opinion as_to ;whether my job suggests I went to them for ideas.
If the latest vehicle they have constructed be the same fitting as my own, then I say quite definitely they have infringed my design, and I shall deal with that in due course.—Yours faithfully,
A. E. JACKSON. [We are not prepared to join in this controversy and we suggest that if any comparison is to be made
between the two vehicles mentioned this should be referred to some independent authority, such as a well-known consulting engineer or the Royal Automobile Club.—E.]
Accountancy Books for the Bus Business.
The Editor, THE COMMERCIAL MOTOR.
128261 Sir,—Could you, please, give me the address of the publishers of any book dealing with the accounts. of a small bus and garage business, also of log-books for recording items of buses and their running?
Is there any special system of checking petrol usage from tanks that you can recommend? My firm run four lorries and three buses, besides doing ordinary garage work, and the tanks always show a shortage, which is sometimes considerable.
'What is a fair margin of profit on repair jobs after materials, times, etc., have been calculated ?—Yours faithfully, ACCURACY. Corse, near Gloucester.
[There are no books published giving methods of accountancy particularly for bus and garage businesses. Each concern has its own methods and ideas. The best thing to do is to get a local accountant to work out a scheme and have books made up accordingly by a printer. There is no better way to check petrol consumption than by using a dip-stick in the tank each evening. A repair job should show at least 15 per cent, profit after labour, material and overheads have been added.— S.T.R.1
Operating Cost Tables for West Africa.
The Editor, THE COMMERCIAL MOTOR.
[28271 Sir,—Would you please forward a copy of your" Tables of Operating Costs" in brochure form? Although in West Africa, The Commercial Motor is the most interesting book I have sent to me and it contains many useful hints which can be used in running transport out here.—Yours faithfully,
Benin City, Nigeria. L. H. ROB SON.
A One-man One-vehicle Business.
The Editor, THE COMMERCIAL Moo.
[28] Sir,—I am thinking of buying a 1-ton Ford and taking up haulage or daily parcel-delivery work. Can you tell me whether this is a paying proposition, and must one have capital to commence? I should also be very grateful if you would give me a rough idea as to how to secure and charge for loads.
Yours faithfully, Enfield, L. DALE.
[You will not be able to make a tremendous income from parcel-carrying and haulage with a single light vehicle, and you must undoubtedly have a certain amount of capital to tide you over the first month or so while you are establishing your business.
The only way in which you are likely to obtain work is by personally canvassing for it. You might do that first, before you make up your mind to buy the vehicle, and when you have as many promises of orders as you think will justify you making a start, then buy the Ford and do your subsequent canvassing for further work with the machine.
A copy of The Commercial Motor Tables of Operating Costs has been sent to you and you will find in Table I, under the heading "One-ton (a) " and near the bottom of the Page, the charges you should make per week and per mile.—S.T.R.]