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10th January 1947
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Page 43, 10th January 1947 — or ward THE BATTERY ELECTRIC
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says P. G. TUCKER THERE is growing evidence that the battery-electric vehicle, which, for so many years, has been but nibbling at a market of immense potentialities, is at last about to take some healthy bites. Lt has always been a matter of surprise that the electric has not made greater headway, as it is undoubtedly in a class of its own in certain spheres of operation.

Capital cost has always been on the high side, and it is, admittedly, difficult to justify the difference in prime between a battery-electric and a petrol-driven van of comparable payload capacity. There are several reasons for the high price of the electric vehicle, but a prospective operator, not being a philanthropist, cannot afford to concern himself with them. In the first place, the total demand, so far as we have known it, has not been such as to justify anything in the nature of quantity production, with the result that prices have been based on what has almost amounted to " one-off " jobs.

The maker of traction motors cannot be expected to "organize" himself for the production of a small number of units, and the same condition applies to all other components which have to be made specifically for the battery-electric. Quantity production should result in a maker being able to offer such a machine at a price but little more than that asked for an equivalent petrol driven vehicle, and this incentive, together with a vigorous sales policy, should give electric traction its rightful position in the sphere of road transport.

There is no question that many prospective operators are deterred from buying battery-electrics because of the comparatively small mileage which can be covered on one battery charge. It is difficult to understand why this point should arise, because the class of work upon which the vehicle will be engaged is either suitable for a battery-electric or it is not. Given a fixed route and a known payload, it is but a matter of figures as to whether an electric vehicle will do the job or not. For a few deliveries, involving, perhaps, a greater mileage than that of which the batteryelectric is capable on one charge, there is no question that the petrol-driven vehicle is the right form of transport. It is quite wrong to compare the two types in the general competitive sense, and it is only when we consider definite spheres of operation that it is possible to make definite assertions.

When the work to be performed involves a high percentage of stops per mile, and the total mileage likely to be covered per day is known to be within the capacity of the battery-electric, a good case is made out for its use. The maker of Morrison --Electricars —Crompton Patilcinson, Ltd.—has recently been responsible foriedn • duciing a series of lectures on the electric .vgicle, and the 'various speakers covered the ground thoroUghly. in view of the simplicity of the electric, the question may arise as to why it shOuld be necessary to run a course of instruction. The answer', is, of course, that the .battery-electric has features connected with its driving and maintenance which have no counterpart in the petrol-driven machine. In addition, operating costs require special treatment and understanding, factors which affect performance must be fully appreciated. and the care of batteries, with specific reference to the equipment used for charging them, is of particular moment.

Ignorance of such matters can cause the batteryelectric to earn for itself a reputatiem which it by no

means deserves; hence, the need for impressing the facts on prospective purchasers.

With this article we reproduce diagrams of a typical chassis, showing all the points which need periodical attention from the grease gun or the oil can. it will be noted that, apart from the traction-motor bearings, which call for attention once a month, all other points are concerned with the chassis. This is a most important feature, emphasizing, as it does, the extreme simplicity of design, which makes for easy maintenance.

The smooth torque of the electric motor means an easy life for the back axle, and as violent acceleration and braking are seldom associated with a batteryelectric, the life of the tyres should be much more favourable than with a petrol-driven vehicle of comparable size.

When on a round which entails freqtlent starting and stopping, a considerate driver will learn to judge the

distance that the vehicle will run before it comes to rest. Instead of driving hard from one stop to the next, with repeated heavy applications of the brakes, he will begin to coast at a point from which he can run to the next stop by momentum, pulling up with a minimum of braking effort. Not only will such a driver save wear and tear of the chassis and tyres, but he will get the maximum mileage from the battery.

The assumed life of a battery-electric is about nine years, and that of an equivalent petrol-driven vehicle four to five years. In practice, battery-electrics are still capable of giving excellent service even when 20 years old, and there is no reason why the road performance should be much below that when it was in new condition.

Comparative Costs

Figures which have been compiled. by Crompton Parkinson, Ltd., to show comparative costs of the two types of vehicle, both of the 20-cwt. type, reveal that, in the matter of capital outlay, the petrol-driven vehicle scores to the extent of £287 7s., the figures being £687 7s. for the electric and £400 for the petrol machine.

It will be seen that the figure for the electric is an overall one, including suitable charging equipment at ,t cost of £65 17s.

Again, in the Standing charges, those for the electric exceed those for the petrol machine by approximately £24, the respective figures being £156 9s. and £132 13s. The overall annual depreciation figure for the electric is shown as being greater by nearly £24, and, of course, interest on capital outlay is greater.

It is, however, when we come to running costs per mile that the electric vehicle shows to considerable advantage, the figures, based on a weekly mileage of 200, being 1.365d. for the electric and 3.23d. for the petroldriven machine.

These figures are arrived at by taking the price of electricity at qd. per unit, giving a cost of 0.555d. per mile, as against 1.55d. per mile for the petrol machine, taking petrol at ls. 11d. per gallon. From the figures given, the operating costs for the

electric come to £4 2s. 11d, per week of 200 miles. and £5 4s. 10d. for the petrol machine. Putting these figures in another way, the delivery cost per gallon of milk, assuming the average daily load to be 90 gallons, works out at 1.58d. for the electric and 1.99d. in the case of the petrol machine.

No attempt has been made unduly to favour the battery-electric vehicle, as battery life has been taken at three years, and ten years as the life of the vehicle. Provided that the machine be operated and maintained with reasonable care, these periods are subject to marked improvement

Low Maximum Speed It is as well to make it clear that the comparatively low top speed of these machines is chosen deliberately so as to ensure operation at maximum efficiency. There are no technical difficulties in the way of providing for a much higher maximum speed, but in view of the nature of the work for which the battery-electric is most suitable, there would be no object in so doing.

High speed can be obtained only at the cost of electrical energy, and were a battery-electric designed for a maximum speed of, say, 40 m.p.h., then the all-round efficiency would fall off. Experience has shown that a higher maximum than about 15 m.p.h. is unnecessary if the vehicle is to be used for the duty for which it is most suited.

So much then for the purely financial side, which, no doubt, is the one which comes in for the most careful study. There are, however, certain features of the battery-electric which confer both practical and academic advantages, not only to the operator but to the general public.

As a direct result of vehicle availability, the operator is saved time and money, but it would be difficult to assess the financial advantages accruing from this feature. The cleanliness and quiet running characteristics of the electric vehicle are important aspects in certain types of business, two examples being in the dairy and bakery trades, where the highest standard of hygiene is most desirable.

In the service of municipalities, too, the silent operation of the electric vehicle has much to commend it, particularly when early-morning work has to be carried out in areas which are partly business and partly residential.

The well-known concerns of Harrods and Selfridges have always made extensive use of electric vehicles, and there can be no question that the prestige and goodwill value of this means for transport to these undertakings is high.

Turning now to the question of demand and supply, so far, quite a small number of makers has been able to meet all requirements, and in no case has any individual manufacturer found it necessary or politic to enter into an extensive production programme. The question is, does demand increase when a product is more readily available, or must the demand be created before a maker is justified in stepping up output?

Generally, production is increased in order to meet demand, but we feel strongly that if battery-electrics could be produced in such quantity as to make it possible to reduce the initial cost, demand would automatically follow.

Not only must business increase with operators who are already running these machines, but new ground must be broken if the battery-electric is to take its rightful place in the sphere of road transport. If the Government persists in restricting " free " road haulage to a maximum radius of 25 miles, the electric may be expected to receive a marked fillip. As, of course, there is no limit to the mileage which may be covered within the prescribed radius, the idea of battery-replacement stations is still worthy of exploitation, and a battery hire-service should merit development.

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