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OPINIONS and 6UERIES
THE USE OF OIL ENGINES FOR COACHES.
The Editor, THE COMMERCIAL MOTOR.
[44491 Sir,—A writet in the correspondence columns of your issue dated November 30 asks for information regarding the use of oil engines for long-distance coach operation. I am pleased to be able to supply the following information regarding the Red and White Services long-distance coach fleet.
The coaches include vehicles now 18 months old, also three and four-year-old six-cylinder petrol-engined coaches in which compression-ignition engines have been fitted.
These long-distance vehicles, which are all fitted with Gardner oil engines, have run rather over 700,000 miles, the fuel miles per gallon average 14 and lubricating oil approximately 1,000 m.p.g. Actual figures for the week ending November 24 are as follow :-65,920 miles, 13.78 fuel m.p.g., lubricating oil 70i gallons=930 m.p.g. These figures, however, include buses as well as coaches, and comprise the totals of all the Gardner oil engines in the fleet, which is approximately 70 at present.
The fleet averages indicate just about double the mileage per gallon as is obtained with similar vehicles running on the same routes but equipped with petrol engines.
The lubricating oil figures show about 75 per cent. improvement over the figures for petrol engines, although a part of this is due to the fact that the engines are newer, but a number of those in buses have rim over 150,000 miles without overhaul, and with a maximum crankpin wear of approximately .00025 in. Main-bearing life seems longer than with petrol engines, big-end wear approximately the same, crankshaft wear less, but this would apply only to engines employing white-metal bearings.
The chief advantages found are as follow :—(1) Reduction in fuel and lubricating-oil costs. (2) Reduction in maintenance costs and tyre wear. (3) Fewer engine cylinder-head docks (25,000 miles is reasonable), and the elimination of fans, plugs, magnetos and carburetters. Greater reliability during rush summer periods, as there is only about half the heat loss; cracked heads, burnt valves, slack valve inserts and other heat troubles being unknown. This must be taken to apply to the directinjection type mentioned, as a good deal of trouble has occurred in the past with some other types. (4) Greater cruising distance on the same tank of fuel. (5) Greater reliability. (6) Less gear changing, and more even torque. (7) Quicker starting.
DisadvantageS:—(1) Higher initial cost, so that if the mileage is under about 400 per week, petrol engines are cheaper. (2) Greater vibration at idling speeds, so that for coach work a starter should be fitted, enabling the driver to stop the engine immediately the vehicle comes to a standstill. (3) Slight weight increase.
Finally, the advantages of the oil engine, with its much greater efficiency, far outweigh its disadvantages, but for coachwork it is advisable to have a more powerful engine than for corresponding bus work, and a considerably higher axle ratio, thus a 32-35-seater coach with the usual 8.25 or 9,00 tyres should have an axle ratio of between 4.5 to 1 and 5 to 1, and a six-cylindered engine developing a maximum of about 100 b.b.p., whilst a similar vehicle on bus work with a fivecylindered engine is right on average roads with an axle ratio of about 53 to 1. A. J. WATTS.
Lydney. For Watts (Factors), Ltd.
USING POWERFUL BULBS IN SIDE LAMPS.
The Editor, THE COMMERCIAL 1VIOTOR.
[4450] Sir,—We had occasion to speak to one of our motor drivers regarding his using head-lamp bulbs in his side lamps. We understand that there is some legal proviAion relative to the maximum wattage of side-lamp bulbs, and should be glad if you could give us this information. LAMPS. Dundee.
jThere is at present no regulation with regard to the maximum wattage of any of the lamps which are used on motor vehicles. Consequently, from a legal point of view, there is no objection to the use of head-lamp bulbs in side lamps. We understand, however, that the question of restricting the power of lamps used on motor vehicles is under the consideration of the Ministry of Transport.—En.]
USING A TRAILER WITH A THREE-WHEELED PARCELCAR.
The Editor, THE COMMERCIAL MOTOR.
[4451] Sir,—I have lately acquired a James three' wheeled van, taxed at £4. I am considering using a trailer with this. Will you please tell me what extra tax, if. any, I shall be required to pay for the trailer, also how far may a part of a vehicle or its load project on either side of the side lamps, when the vehicle is being driven at night? F. C. YEaTs. Buckie.
[No additional licence duty will be payable if you use a trailer behind your James three-wheeled van if the unladen weight of the van does not exceed 8 cwt If you n29
use a trailer which has more than two wheels it will be necessary for you to carry a second person in addition to the driver, either in the van or on the trailer, in order to comply with the provisions of Section 17 of the Road Traffic Act, 1930. Regulation 77 of the Road Vehicles (Construction and Use) Regulations, 1931, provides that the requirements of Section 17 shall not apply where a trailer with not more than two wheels is drawn by a motorcar or motorcycle. For the purposes of the Act a threewheeled motor vehicle is regarded as a motorcycle, as that expression includes both a bicycle and a tricycle. After the end of this month a motorcycle (including a three-wheeled vehicle) may not draw a trailer exceeding 5 cwt. in weight unladen or 5 ft. in overall width. You will require to obtain a licence under the Road and Rail Traffic Act, 1933, in respect of the trailer. It is important that you should apply for this before buying a trailer. With regard to the side lamps on a motor vehicle, no part of the vehicle or its equipment must extend on the same side as the lamp more than 12 ins, beyond the centre of the lamp. If the load overhangs more than this distance from ,the centre of the nearest side lamp, a lamp showing to the front a white light visible from a reasonable distance must be carried in substitution for, or in addition to, the side lamp on the side on which the load overhangs. The lamp must be so placed that no part of the load projects more than 12 ins, beyond the centre of the substituted or additional lamp. These provisions as to lamps are contained in the Road Transport Lighting Act, 1927, and the Road Vehicles Lighting Regulations, 1928. The, Act applies to Scotland.—Eol
WHERE WE WILL NOT ADVISE ON COSTS: The Editor, THE COMMERCIAL MOTOR.
[4452] Sir,--I have been asked to quote for a 12months' contract delivering small washed coal a distance of 2i miles, that is five miles for the return journey. Delivery is to be 20 tons per day five days per week, excluding Saturdays. There would be no waiting at either end. I should use a two-tonner for this job, five loads a day, four tons a load, as, contrary to what you always advocate, I have loaded my vehicle with four tons for the past 15 months 43,000 miles in all. The lorry has been carefully driven and well looked after.
Of course, the job would need two men, but I think it is possible to do the 20 tons per day. The lorry would have to run out six miles morning and evening. Will you please advise me the rate per ton I would have to charge to make the job a paying proposition.
Walsall. COAL.
[We are not prepared to advise you as to costs in respect of a vehicle which you are overloading so grossly. It is certain that it will not be very long before the carrying of 4 tons on a 2-tonner will be Istopped. This is the sort of thing which has brought disrepute on the haulage industry.—En.1
A DRIVER'S HOURS ON DAY EXCURSIONS.
The Editor, THE CreMMERCIAL MOTOR.
[4453] Sir,—I shall be glad if you will inform me as to how many hours a driver is allowed to work on a day excursion?
in summer we operate trips to the seaside, the mileage is 76 miles each way and each journey occupies about ai hours. On arriving at the seaside the driver is off duty until it is time for the return journey.
The point I should like to know is the time the driver should be back home again to comply with the Road Traffic Act, 1930, and how many hours he is allowed to be away from home on a day excursion.
Worksop. 0. BATES.
[To comply with the Road Traffic A-ct, 1930, the diliver must be back home again in time to enable him to have at least 10 consecutive hours for rest in the period of B30 24 hours calculated from the time when he started to drive, or do any work in connection with the vehicle, on the day of the trip. For example, if he started at 8 a.m. the driver must arrive home again and be off duty not later than 10 p.m. so that he may have 10 consecutive hours for rest before 8 a.m. on the following day. The 10 consecutive hours for rest may be reduced to nine hours if the driver has at least 12 consecutive hours for rest in the next following 24 -hours. For example, if the driver starts on Monday at 8 a.m. he need not arrive home and be off duty until 11 p.m., and he may start duty again on Tuesday at 8 a.m, provided that on that day he returns and goes off duty not later than 8 p.m., which will give him 12 consecutive hours for rest in that period of 24 hours. If the driver has an interval of not less than four consecutive hours at his destination, during which he is able to obtain rest and refreshment, the 10 consecutive hours for rest in the 24 hours may be further reduced to eight consecutive hours on one day in any period of seven consecutive days, or on two days in any period of seven consecutive days, if that period includes a Bank Holiday. Therefore, so long as the driver has the four consecutive hours for rest and refreshment at his destination he may start at 8 a.m. and arrive home • in time to go off duty at 12 midnight on any one day in seven consecutive days, and he may go on duty again the following morning at 8 a.m. So long as the above provisions with regard to the consecutive hours for rest in any period of 24 hours are complied with, and the driver does not drive for any period of more than 5i hours, or for a total of more than 11 hours, there is no limit to the number of hours thathe may be away from home on a day excursion.—En.].
FACILITATING LOADING OF SMALL GOODS.
, The Editor, THE COMMERCIAL MOTOR.
[4454] Sir,—We would appreciate it if you could advise us of the names of the firms who specialize in lorry quick-loading appliances for numerous small tinned goods of, say, 7 lb. weight each.
What we have in mind is something in the shape of a demountable flat. Containers, whilst appearing on the surface to be satisfactory, defeat themselves, inasmuch as they are reverting to " packing " and "tare weights," which road transport should eliminate. In other words, we do not wish to have to pay carriage on heavy containers and on their return empty from destination. To us, a demountable fiat seems to be what we are looking for. LOADING. London, W.1. "
[A demountable flat could be loaded in your factory with 7-lb. tins and then, if fitted with eves for sling ropes, could be lifted by a crane on to your lorry. If no lifting appliance be available, then the flat could he equipped with rollers so that it can be run off a loading bay of the same height as the lorry. One large flat may represent too heavy a load, or not allow different consignments to be separated readily ; it is suggested, therefore, that standard sizes of trays of hardwood he used. These are conveniently loaded by a roller conveyor which could extend from inside the dispatch department,to the loading bay. Portable roller conveyors should be a.va liable so that they may be adapted to varying lorry positions. Loading is also facilitated by a lorry having a moving floor. Transfer from the loading bay to the lorry may be by lifting, or by means of a special truck which is the same height as the lorry floor. We would also point out that with a double-platform lorry a load
of tins could be carried above the lower one. For demountable flats we would suggest that you place your problem before R. A. Dyson and Co., Ltd., 76-80, Grafton Street Liverpool. Lorries with moving floors are supplied by the Principality Wagon Co., Ltd., Cardiff, and by Transport Engineering, Ltd., 561, Old Kent Road, London, S.E.1. Roller conveyors for the factory may be obtained from Henry Simon, Ltd., Cheadle Heath, Stockport, and Spencer (Melksham), Ltd., Melksham, Wilts.—En.]