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The Transport of Petrol by Road.

30th January 1913
Page 17
Page 17, 30th January 1913 — The Transport of Petrol by Road.
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Which of the following most accurately describes the problem?

Text of Statement of Evidence Given by the Editor of "The Commercial Motor" on Behalf of the Petrol Committee, before the Home Office Petroleum Committee.

The witness will state—

That he has been closely identified with the development and growth of motor transport in this country since the passing of the Light Locomotives Act of 1896; That in the year 1902, when General Manager of the Road Carrying Co., Ltd,, of Liverpool, that company's steam wagons and trailers frequently transported by road in various parts of Lancashire for distances varying between 20 and 60 miles, loads of petrol in excess of 600 gallons at a time, packed in tins and cases; That he has paid particular attention during the intervening ten years to this question of the conveyance of motor spirit by road by means of motor vehicles ;

And that he attends to give evidence in pursuance of a resolution passed by the Petrol Committee, organised by the Royal Automobile Club, and which Committee represents the following bodies ;—Automobile Association and Motor Union, Auto-Cycle Union, Commercial Motor Users Association (Incorporated), Irish Automobile Club, Institution of Automobile Engineers, London Motor Cab Proprietors Association, Ltd., Motor Cab Owner-Drivers Association, National Society of Chauffeurs, Royal Aero Club, Royal Automobile Club, Royal Motor Yacht Club, Scottish Automobile Club, Society of Motor Manufacturers and Traders.

The Demand for Freer Distribution.

Statistics of motorcar registrations and motor spirit Ma portation, which will be in possession of the Rome Office, show that the use of motor vehicles of all kinds has increased very considerably during the past five years. I particularly direct the attention of the Committee to the changes which are occurring in connection with various new commercial uses of motor vehicles. Industrial, mail, military, passenger-carrying, and general transport requirements are being met by means of motor vehicles to a degree which was considered highly improbable until four years ago.

Definite statistics for the total of commercial motor vehicles are not readily obtainable, but I am in a position, after cornmimication with the principal British manufacturers, to give the ratios of increased output back to the year 1905.

As regards motorbuses, London has now reached a total of 2450 petrol-driven vehicles in service and of 7500 motoreabs. It is estimated that there are another 4000 self-propelled hackney carriages, inclusive of cabs, chars-à-banes, and omnibuses, in use in other parts of the United Kingdom.

The tendency is to motorize transport at an accelerated rate, and to my knowledge very large numbers of owners of large horse stables have for the past few years suspended renewal purchases, with the result that the average age of the horses is much higher than was customary in earlier years. Some of the biggest carriers have already made extensive purchases of motor vehicles, in addition to suspending their horse purchases. The important bearing of this factor of the higher average age of horses in service in many parts of the country is that there will, one day in the near future be a sudden realization of the necessity to place considerable orders for commercial motors, with an early consequential increase in general demand for motor spirit. submit that. the universal nature of the demand for motor spirit for touring cars is common knowledge, and that no evidence need be put before the Committee on that point.

The Effect of Labour Troubles and Strikes.

I desire to call the special attention of the Committee to the greater frequency of labour troubles and transport strikes since this matter was before them some four years ago. I submit that the undoubted unrest in railway and dock labour circles should be given the most serious regard in its bearing upon the needs of the country at large. I put this point forward, in the first place, with a full sense of its serious import to the commercial community, and in the second place with an appreciation of its vital military importance. During the railway strike of last year and during the more recent dock strikes at Liverpool, Manchester, and London some of the largest consumers of motor spirit were within a few hours of failure of supplies.

So far as I know, the only possible alternative to rail or river conveyance was for owners to send motor vehicles to bring suppliesi by road. The necessity did arise in the case of large numbers of small CORSIIDIers.

I understand that the petrol companies are agreeable to give delivery at their storage plants to motor tank wagons which 'belong to big consumers, and that the Thames Haven Oil Wharves Co. is improving its means of road access.

The Need for Extensive Road Transport to Supplement Existing Storage, Members of the Committee are in possession of the facts concerning the existing landing and storage facilities on the coast. Large tracts of the country are wholly dependent upon rail or coastwise transport from those depots.

It will also be better known to the Committee in detail than to me that very many Local Authorities do not view with favour proposals for large storage depots within their areas. I submit to the Committee that one basic argument in support of the claim for the legalizing and regularizing of the transport of motor spirit by motor tank wagon by road is that in the interests of public safety it may be better to replenish smaller storage tanks more frequently, which would be possible with such a means of conveyance at the disposal cf the parties: concerned, rather than to force the establishment of larger accumulations at a smaller number of places_ The Provision of Suitable Tanks.

I am of opinion that the superior methods of tank construction and the llEA, of welded tanks of big capacity and high strength, which class of tank its readily obtainable, should be of some effect in influencing the Committee to report in favour of the use of motor tank wagons for the road transport of motor spirit_ I submit the following points as some which deserve to be taken into account, from the standpoints of public safety and the reasonable convenience of the suppliers and consumers:— (a) Tanks to be cylindrical with dished ends, and a total capacity as high as 1200 gallons to be permitted; (a) Any necessary openings, such as those for valve connections and inspection purposes, to be located on the top of the tank, and to be counteraunk, and all fittings to he finished flush, so as to avoid breakage if the vehicle were to be accidentally overturned or the tank to come away from its lashings; (c) The tank to be adequately supported and lashed, but not of necessity to be permanently secured to the frame of the vehicle;

Id) The valves to be locked in position while in transit; (e) Roadside sales not to be effected ; (f) All filling and discharging to be done with closed Solute on the tank circuit;

(g) Some suitable type of vent with spring-controlled closing movement to be fitted to the tank ;

Vs) No tank to be filled to a point in excess of 95 per cent, of its cubic content;

(i) All tanks to be provided with suitable wash-plates to

prevent the surging of the spirit in transit.

Steam

(5) I submit that it is desirable that steam-propelled vehicles should not he absolutely barred for conveyance of this class under consideration, hut that suitable special regulations should be laid down.


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