OPINIONS and QUERIES Unification of' nterests to Defend Road Transport. Whole-hearted Support for the Steamer. Steamwagon Operating Costs
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Valuable Information on Oil Engines for Passenger Transport. Magneto Manufacture. Rates for Carrying Sand and Cattle
A Permanent Body to Represent Powerful Transport Interests.
The Editor, THE COMMERCIAL MOTOR.
[3909] Sir,—The Salter Report is so obviously a one-sided document that it is in no way surprising that such serious opposition has been aroused to its recommendations throughout the length and breadth of the country. This opposition is not only amongst those who are primarily interested in the road transport of passengers and goods, but also amongst all sections of road users and those who are interested in the construction and maintenance of the roads—likewise amongst the makers of machinery and plant and equipment, and suppliers of material for same; the builders of road vehicles, as well as the users, the makers of the many parts that go to make up the road vehicles and innumerable other interests connected with the roads and road industries.
Only a heavily biased and one-sided document such as this report could have aroused so many to a sense of the danger of the oppressive and repressive increases of taxation and restrictive and repressive legislation which are inevitable if the recommendations are allowed to become law.
I am informed that a very powerful movement is on foot to unify the numerous sectional associations, etc., which are interested in the roads and the road industries. This body, as soon as it is in a position to function, will, I understand, be the recognised permanent body and mouthpiece of the many interests affected, speaking with a strong and united voice against all legislative and other matters that affect their interests. The overwhelming response which is being given to the aims and objects of the new body is in itself ample evidence of the determination of the road industry to defend its interests against unwarranted interference and aggression, from whatever quarters these may come. ROAD INDUSTRIES. London, W.2.
Oilers and Steamers Compared by a User of Both.
The Editor, THE COMMERCIAL MOTOR.
[3910] Sir,—Concerning the letter from "Engineer, Leeds," in your November 4 issue, we should like him to come eft his high horse, as we have been steam users for a number of years and have yet to see the first steam wagon that does 34 miles on barely 1 cwt. of coke, let alone the 10-tonner which has done 66 miles on 3i cwt. of coal.
As users of 6-wheeled 10-ton steamers, we have a daily round run of 49 miles with full load, and have for the past six months used 6 cwt. per journey, including the lighting of the fire. Against this we have an oil-engined 4-wheeled vehicle n30 doing two trips per day compared with the steamer's one, and on a daily consumption of six gallons of oil fuel. So assuming the coal costs £.2 per ton and the oil fuel 4d. per gallon, you have here a definite saving of 10s, per day.
Regarding the unladen weight of vehicles, our 6wheeled steamers, unladen, weigh 11 tons 14 cwt. 3 qrs. against the 4-wheeled Diesel's 5 tons 3 cwt. 2 qrs. So we do not see why Mr. Goddard need do any striving to equal the performance of the steam wagon.
Nelson. HEAVIES.
Excellent Results from Steam Wagons.
The Editor, THE COMMERCIAL MOTOR.
[3911] Sir,—I was very pleased indeed to read Mr. Bonell's letter in last week's issue of The Commercial Motor. If 1 dared be in any way biased—but I dare not-1 should be cm the side of the steam-wagon enthusiast. Many readers, indeed, will recall that I was in command of the collective steam wagon demonstration which toured the country in 1927.
I can, as a matter of fact, agree with Mr. Bonell on all points without, nevertheless, accepting his remarks as in any way affecting the accuracy of The Commercial Motor Tables of Operating Costs, in so far as they relate to steam wagons.
The most essential point to bear in mind about those Tables is that they are averages; and, as such, must include the experience of many whose figures of cost are not so favourable as those of Mr. Bonen as well as those of many others like him. Now I will take the points raised in order.
First, maintenance; there are many who agree with Mr. Bonen. On the first Saturday of this month I was discussing this very subject with a haulier, who endorsed Mr. Bonell's views to the letter. No other type of vehicle would be anything like so economical for his heavy loads, this haulier told me, because the maintenance cost of steam wagons was so low. On the other hand, it is hardly a month since I was discussing the same subject with another haulier just as successful in business as this one and engaged in similar work. He had three first-class steam wagons for sale. The maintenance cost of these vehicles, according to his views, put them right out of court.
Somewhere between these two extremes lies the average which is quoted in the Tables.
Second, coal consumption. Seven cwt. for 120 miles is 17 miles per cwt., which is a fair figure, but not particularly good having in mind the class of work. Suppose instead of straight runs of 60 miles each way the wagons were engaged In docks and factories on work involving long waits so that 40 miles per day was the average. It is quite likely that the consumption would rise to 4 cwt. for that mileage, increasing the figure for fuel to 10 miles per cwt. The average lies between those two. Third, tyres. I am not in the least surprised at the excellent figures quoted in the letter, it is well known that, above all things, tyres most generously repay care and attention. Mr. Bone11, in mentioning that he changes his tyres around at regular intervals, at once emphasizes the fact that he must take much greater care of them than does the majority of users, let alone the average, hence his excellent results. The point I would make about tyres, however, in regard to the Tables, is that there is no justification for assuming that steam wagons are easier on tyres than is any other type of motor vehicle.
There is no point in. entering into a discussion on coal prices which, as everyone knows, vary within wide limits throughout the country. The figures in the Tables are based on 45s. per ton and a note is embodied indicating how corrections may be made wherever the price differs from that.
Mr. Bone11 kindly invites me to a personal discussion. I shall take advantage of that invitation and call upon him so soon as opportunity arises. S.T.R. London, EPA..
A Valuable Report on Oil Engines for Passenger Vehicles.
The Editor, THE COMMERCIAL MOTOR.
Sir,—May I be allowed, through your valuable columns, to draw the attention of corporation transport managers and managers of other passengertransport companies to the report of the L.G.O.C., London, which appeared in the October journal of the Inst. of Petroleum Technologists, and covers this company's experience with oil engines from 1929 until the present date. The conclusions are as follow :— " The experience of the L.G.O.C. with C.T.-engined vehicles, which they have been operating experimentally, has satisfied their engineers that there is a definite future for the high-speed C.T. engine for bus operation. This is based upon the confirmation of the following advantages which this type of engine possesses, as compared with the petrol engine.
(1) The CL cycle definitely introduces higher specific economy, so that even were the cost of the "C.T." fuels, together with any tax which might ultimately be applied, to reach the same level as that of petrol, an appreciable saving in fuel costs would still be attainable, and it is reasonable to assume that the cost of this fuel would not rise above that of petrol.
(2) The safety factor, i.e., immunity from fire risk
both on the road and in the garages. Whereas the• feature. of safety on the road is clearly of great importance, the advantage of using a non-volatile fuel in the garages is also of considerable advantage, for the reason that the many restrictions at present imposed in respect of the storage of petrol would without doubt be removed. For example, the authorities would no doubt waive the present regulation in respect of providing open areas at fuelling points, etc., so that greater advantage could be taken of the garage site.
(3) Manteuvrability.—The enhanced accelerating capabilities of the C.I. engines and their well-sustained torque facilitate driving in congested areas.
(4) It is unnecessary to allow protracted time for warming up when starting from cold in the garages, thus saving time and reducing the fumes, etc., which collect in the garage when a large number of vehicles is being started up preparatory to leaving for the road.
(5) The exhaust from the C.I. engine, although possessing a distinctive odour, is innocuous on account of the reduced amount of carbon monoxide produced during combustion."
This, coming from no less an authority than the chief engineer of the L.G.O.C., cannot be otherwise than accepted by everyone as a true statement of actual experience over a period of some three years, and the actual conclusions arrived at must convince the most hardened critic of these engines that they are perfectly suitable for passenger work, In addition to show advantages over petrol-engined vehicles.
It is hoped, therefore, that many who have hitherto held back and been doubtful about these engines for passenger work will now be able to consider seriously whether, in view of the fact that at present prices a bus running 40,000 miles per annum can show an economy in fuel costs of £330, it is not worth their while to purchase some and take advantage of the attractive conditions now prevailing.
Leeds. W. H. GODDARD.
The Marvels of Magneto Manufacture.
The Editor, THE COMMERCIAL MOTOR.
[3913] Sir,—With regard to an article in your issue of October 7, 1932, relating to "The Marvels of Magneto Manufacture," we would like to point out an error in describing a certain operation.
On page 247 (Fig. 5), you state that the object of this illustration is to show how the milling machine is arranged which cuts the helical gear, and, further, you state that rotating milling cutters are employed. The machine shown in this illustration is evidently a No. 3 model Barber-Colman hobbing machine. This bobbing machine operates on what is termed the generating principle, and should not be confused with a milling machine.
What you have termed rotating milling cutters are actually known as a hob, and a hob is a tool of special form made with a given lead according to pitch and number of threads. Such a form of tool is necessary in the generating process, and the hob should not be confused with milling cutters.
The remarks contained in the previous two paragraphs refer also to the subject matter in your first paragraph an page 247.
FREDERICK LONG, Director, For Barber and Colman, Ltd. Manchester,
Rates for Carrying Sand and Cattle.
The Editor, THE COMMERCIAL MOTOR.
[3914] Sir,—I will be pleased if you will give inc some information, as I am hazy as to the exact prices to charge for certain jobs. I have acquired a sand pit and am running a Vulcan 45-cwt. overtype wagon on which I propose to take 3-ton loads of sand to Carlisle, a distance of about seven miles. am working at Ts. per hour as"driver and have the lorry loaded at 9d. per hour. I expect to be able to take four loads a day on and haulage. The wagon is taxed at £32 per annum and I am paying £27 10s. insurance per annum. This, owing to the fact that with cattle sides the wagon will not weigh under 50 cwt. As a drop-side lorry the weight unladen is 2 tons 0 cwt. 1 qr., but with cattle sides it weighs 2 tons 14 cwt.
Will you, from this information, be able to weigh up for me the price at which I can deliver 3-ton loads? Also, when running as a cattle truck, what prices will I have to charge for full loads of sheep or cattle to Manchester, Liverpool, Lancaster, Newcastle and Edinburgh respectively?
In conclusion, I might mention that I am a regular reader of your excellent journal. I also have your Tables of Operating Costs, L.B.
[On the assumption that you work 51 days per week your total cost will be £11 14s., which is equivalent to 10s. Dd. per load. Add 3s. 3d. to that for gross profit, and your
charge will be 14s. per load, or 4s. 8d. per ton. The size of the order is of no consequence so long as the vehicle is fully employed.
The following is the revenue you must make for full loads of cattle to the places named, on the assumption that there is no return load and you wish to make a reasonable profit out of the work. To Liverpool and Manchester £7 each to Lancaster and Newcastle £3 10s. each, and to Edinburgh £5.—S.T.R. J