OPINIONS and QUERIES Here's Your Chance, Mr. Morrison.
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The Editor, THE COMMERCIAL MOTOR.
[3377] Sir,—The Minister of Transport has overlooked one form of competition in his great desire to help the railway companies. This is in the form of the coastwise shipping between the home ports. I suggest that he at once draws up The Sea Regulations Act, 1931, on the same lines as the Road Traffic Act.
All ceastwise steamers carrying goods that would otherwise go by rail should come under the following restrictions :—Ships of over 1,000 tons should pay a tax of 44. per gallon sea displacement. Captains and crews after 5i hours of steaming should drop anchor and rest for half an hour. If during the rest period storms or gales arise all crews to be paid double time.
A fleet of Sea Cops should be formed with fast motor boats, with powers to stop any steamer exceeding 10 knots and to examine cargo to see if this should have gone by rail.
The Right-to-Sail Licence, Captain's Dri.ring Litence and the Sea Third-party Insurance Certificate to be placed in a prominent position on the ship's funnel.
If I can think of any further restriction I will at once advise the Transport Minister.
C. DICKESON, Director.
Eastbourne. (For Dickeson and French, Ltd.)
A Belgian Preference for Oil-engined Buses.
The Editor, THE COMMERCIAL MOTOR.
[3378] Sir,—Visitors to Brussels who are interested in the elimination of all fire danger from the road by the substitution of the oil engine for the petrol engine in motorbuses, etc., should take the short ride from this city to Cortenberg.
This is a run of 17 miles along the Louvain road, which includes two long and steepish hills, and is effected by two buses, which run alternately at hourly intervals during the day. One is petrol-driven and the other uses gas-oil in an oil engine. It is impossible to detect the difference from the outside appearance of the two vehicles, nor is there any indication from the sound or feel of the engine to fell the passenger by which motive power he is being driven to his destination. Yet, in the event of a serious accident, one vehicle is proof against fire, while the other, like all petrol-driven vehicles, is a potential roaring crematorium.
The manager of the company which has been running this service for the past two months is enthusiastically in favour of the oil-engined vehicle, and IS scrapping all the petrol engines belonging to his company, for replacement by oil engines. He pointed out to me that although the initial cost was higher (the actual ratio being as 6 to 10), yet the economy in fuel cost of over 80 per cent. was so important that thirl extra capital expenditure would soon be wiped out and increased profits earned. The fact that his regular passengers are showing a strong partiality for the "safe" vehicle, and the obvious preference for it dis played by the drivers, has doubtless had weight with . him m coming to this decision.
The oil-engined motorbus has already run 6,000 miles without the least mechanical difficulty, and I was informed that it is actually cheaper and easier to keep in repair than a petrol motor.
This development of the small oil engine for use with mechanical transport should be of the utmost value in Great Britain, for by its means our heavy transport vehicles can be driven by coal oil, obtained from the low-temperature carbonization of our bituJninous coals, instead of using motor spirit, the bulk of which is imported, and almost entirely from foreign i.e., non-Empire, sources.
Brussels. ROBERT STANDEN, Lt.-Col.
Upper and Lower-deck Seating Ratios.
The Editor, THE COMMERCIAL MOTOR.
(3379] Sir,—In your issue of March 17th there appeared an article on "Expediting the Chan,gement of Passengers."
I quite agree with most of the points raised in this very interesting article, and concur that the top-deck front staircase exit which you suggest has its advantages over present designs, especially for municipal work. The T seating capacity of the double-deck bus which you illustrate, namely 48 seats, seems to be becoming quite favoured, and your seating plans for top and bottom decks are ideal, but are they in accordance with the Ministry of Transport's Heavy Motor Car (Amendment) Order, 1927?
Appendix, Article 42, of the above Order reads : "The ratio of the passenger seating capacity of the top deck to that of the lower deck must not exceed eight to seven."
Now this ratio, expressed in decimals, is 1.142, whereas your ratio of 26 to 22 is 1.181.
I would like to know if there has been any subsequent alteration to the Regulations which permits such a seating arrangement as suggested by your article.
Glasgow. ALEX. F. MeTunx.
[There are no regulations now in force, so far as we are aware, which stipulate what ratio the number of seats on the upper deck shall bear to that of. the lower deck. Under Paragraph 2 of the Construction and IT8e Regulations, January 10th, 1931, the orders and regulations given in the schedule are revoked. This schedule, which is given at the end, includes the Heavy Motor Car (Amendment) Order, 1927.
The seating capacity ratio is now controlled by the stability test imposed under Paragraph 7 of the Conditions of Fitness Regulations, March 13th, 1931. The vehicle must not overturn if, with only the upper deck fully laden, the surface on Which the bus stands be tilted to an angle of 28 degrees from the horizontal. This regulation does not apply if the vehicle be registered under the Roads Act, 1920, on or before July let, 1931.
It may be pointed out that recently built L.G.O.C. buses have a 29-20 seating ratio, so that there should be no objection to a 26-22 ratio.—End
Controlling a Scattered Fleet.
The Editor, THE COMMERCIAL MOTOR.
[3380] Sir,—I appreciate that it is impossible to give in the course of a letter the information " System, Dublin" requires, but it is open to argument whether, in the circumstances, decentralization is preferable to centralized control.
Purchases under centralized control show a distinct saving by reason of the quantity ordered, and deliveries can be effected to all districts direct from supplier.
Under an efficient system accounts and costing at a central office can be dealt with in bulk with a much smaller staff.
With centralized control maintenance workshops at central depots can .deal very effectively with periodical overhauls, major repairs and serious breakdowns. In addition Rentral stores can supply replacements promptly and accurately to all districts.
As this scattered fleet is already operating under district management responsible to headquarters, a centralized control and costing system could be introduced with definite advantage, and undoubtedly very great economies could be effected.
I enclose a diagrammatic outline of such a system [Not reproduced.—ED.] which is sufficiently elastic to cover many and varied conditions, yet remaining fundamentally sound and complete. It 'is adaptable to a really large fleet and at the same time is quite suitable for a moderate fleet if scattered. If "System, Dublin" cares to communicate with me through you I shall be pleased to assist him. COSTING. London, S.W.
Starting a System of Vehicle Costs.
The Editor, THE COMMERCIAL MOTOR.
13381] Sir,—I have been following your articles by on operating costs of commercial vehicles ; as a haulage contractor myself, I am deeply interested, and before going any farther would like to thank you for the way the whole system of keeping operating costs is laid bare so that it can easily be followed by the small haulier as well as the large. There are, however, a few points about which I should like further information.
I will start with my own business. I have three Chevrolet 30-cwt. lorries. I drive one and employ two drivers. Am I doing right in driving myself, or would you advise me to have another driver, and look after only the business side? I find it very difficult at times to drive as well as to run my business, also I do all my own book-keeping.
I take it that Table III is the only table necessary after Table I is entered in the front of the book, that is to say Table II is part of Table III. Is it possible to buy a book, or books, with the forms ready for entering -up each day and week, or if not, would you advise getting a printer to prepare books for entering up, or do you advise ruling them oneself ; the latter seems rather a job if you have more than one lorry?
I presume that I shall have to prepare charts for my drivers to enter up the mileage, petrol, oil, etc., go that can take them down every Saturday night and enter up, or have you any other method you advise?
I would also like your advice on how I should start (with a new vehicle it seems fairly easy, but with vehicles after several thousand miles it strikes me as being more difficult). Take, for example, the lorry I c40 have been driving. It was new and commenced work on November 2nd, 1929, and has 'done just under 38,000 miles, which is an average of 2,714 miles per month (reckoning 14 months), or just under 700 miles per week. The front tyres havefteen on since the lorry was new, but I have had one set on the back ,which has done several thousand miles, but should do approximately 5,000 miles more, or two months' work; this is underestimating if anything. The lorry cost £230 when new.
How would you advise me to commence your system of operating costs? I draw up a balance every year and send my books to be audited by a chartered accountant. Last year my balance was on the right side; my year ends February 28th; on February 28th, 1930, my auditors take off for depreciation on this lorry 146, which is 20 per cent.; this is allowed by the income-tax authorities. Do you advise me to start your Tables now or Wait till I commence my new year?
The books I keep at present are day book, in which all items of work done are booked every Saturday night; cash book for amounts paid into bank and cheques drawn out; this is checked with bank passbook at regular intervals and balanced with same to see if everything is booked. .71 also keep a ledger, one end is used for accounts of customers, that is at the end of every month. I post items from day book into ledger under the particular, customer's name (this is, of course, when there are several different items for one customer) ; at the other end of the ledger I keep all expenses, etc., in connection with.lorries, such as petrol account, labour account, etc. Do you think this is good enough? I take it that I have to work out my own costs of operating; for example, as rent I pay £13 a year for the building in which I garage my three lorries. I should have to work this out at the cost per lorry per week for rent. Also as regards licence, in your Tables of Operating Costs you state that this for a 30-cwt. lorry is 10s. per week, which is £26 per year ; my lorries cost £20 per year for licence, but as I take out quarterly licences I actually pay 122 per year. I shall await your reply with deep interest. I sincerely thank you for all the help that you have given haulage contractors through The Commercial Motor.
Stafford. HAULAGE.
II was interested to receive your letter, as only a day or so ago I was behind one of,'your vehicles in a traffic stop in London and was wondering what sort of business you ran.
The answer to your question as to whether you should Continue to drive yourself or devote yourself to management depends on the circumstances. If you think by going into the office you could develop your business and increase it, then obviously that is your proper course ; or if you think that by so doing the business you are now carrying on would he done more efficiently, then you should do it. Beyond that I cannot 'advise you at this distance.
You are correct in your view that only Table III, and not Tables II and III, is necessary. There is no book published embodying the forms given in the article. You should get a printer to set them up for you.
You will have to get your drivers to fill in chits for petrol and oil whenever they take in supplies.
You could start right away if you wished, putting the present ;speedometer reading at the top of the first page and going ahead as shown in the article.
Alternatively, if your financial year ends soon, it might be worth your while to wait until then. "
I do not advise you to ,scrap your present system of costing. I think you should retain it, but it might be a good thing for you to use,Ta.bles I and III, and keep separate books for each vehicle as a check upon their running.
You are correct in your idea that you should calculate your own costs of operation. If you pay ,only £13 per annum for the garage for three lorries, then the cost of each is only 1s. 8d. per week.
Similarly with the licence: £25 per year is the licence for a heavier type of 30-cwt. chassis than the one you aro using.
I shall be pleased to answer any further queries.— S.T.R.]