OPINIONS and QUERIES A New Aspect on Roads.
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The Editor, THE COMMERCIAL MOTOR.
[3898] Sir,—Much has been written with reference to the Salter Report. May I suggest a point of view that appears to have been overlooked and one that municipal surveyors and local authorities up and down the country should very carefully consider.
Surely it is possible to look at this report from a broader standpoint and set the discussion on a much higher level?
One answerto the report is on page 316 of the October issue of Roads and Road Construction, wherein Mr. W. L. Dale discusses the road problem in Victoria and shows that by the construction of water works and roads, increased settlement and irrigation, the capital value of the rateable property has been increased from £301,000,000 to £680,000,000 in 12 years.
In one district alone the valuations were increased by £34,000,000.
Now, water works are not possible without roads— increased settlement and extensive irrigation systems are not possible without roads, and if this increase can be shown under the parlous conditions obtaining in Australia, surely it is reasonable and logical to think they will obtain to a similar, if not quite so extensive, degree in this country.
Local authorities, therefore, should welcome the development of transport and roads, for the very selfish reason that it brings increased rateable value.
Again, the demand for the better amenities of life has led to building development on high land, remote from railway stations and only available by road transport; due to the faeilities and conveniences available therefrom, this will inevitably result in healthier conditions of living, increase the span of life and in general develop the health fund of the nation—a big advance on the previous congestion and unhealthy conditions of living in and about low-lying districts.
Is it not obvious that we require more and more roads and more and more 'transport? Consequently, surveyors and authorities should strive hard to focus attention on better and more economical roads; resisting to the uttermost the attempt to strangle the most active, virile, useful and, possibly, only paying industries the country has left; instead of cold-blooded murder, more and more encouragement should be given to road makers and motor vehicle manufacturers.
The energy displayed could be more usefully employed in solving the problem of better and non-skid roads at less cost.
In two cases heard recently, one at Bristol and the other at Lewes (Sussex), motorcyclists recovered damages from the local authorities as the result of accidents due to skidding. We live in a changing world which demands progressive and continuous development, and such lies in the provision of definitely non-skid roads, giving greater life at a good deal less cost, and seeking ways and means to avoid damaging in many cases 60 miles of good road in the repair of one mile of bad. W. L. PAYNTER, Managing Director, The Forth Engine and Motor Works, Newcastle-upon-Tyne, Ltd, Newcastle-upon-Tyne.
Information Required on the Use of Cast-iron Pistons on Aluminium Connecting Rods.
The Editor, THE COMMERCIAL 3/10TOR.
[3899] Sir,—Can any of your engineer readers enlighten me as to the following points?— (1) The use of east-iron pistons with aluminium connecting rods. Is this a sound proposition on a 2-3-ton commercial vehicle?
(2) In an aluminium connecting rod fitted with four i-in. bolts, what is the degree of tightness to avoid stretch?
(3) The safe amount of clearance for nipping the hearing shells in one' of the above connecting rods to avoid distortion?
Any information on the above would be greatly appreciated. MAINTENANCE. Manchester.
Interesting Facts on Oil-engine Performance.
The Editor, THE COMMERCIAL MOTOR.
[3900] Sir,—Mr. Goddard's letter appearing in your issue of October 28 is very interesting, and confirms the convictions held by some of us enthusiasts a few years ago, when the CL engine first made its appearance as a power unit for commercial vehicles that not only was almost unbelievable fuel economy possible by the use of. a C.I. engine, but maintenance costs on a soundly constructed engine would compare very favourably indeed with petrol engines.
What I do not agree with in Mr. Goddard's letter is his apparent belief that there is only one make of 0.1. engine yet manufactured in this country, if not the world, that is worth consideration. I would humbly state that in this opinion Mr. Goddard is hardly abreast of the times, as there are very definitely several other C.I. engines now being manufactured which will at least bear the closest comparison with the one in Mr. Goddard's mind.
I am in a position to declare that one manufacturer has produced a pre-chamber C.I. engine which on some points is a distinct advance on the direct-injection unit. This product is the result of long and sound practical experience and up-to-date design ; after many thousands of miles' use In heavy and continuous service it is giving unqualified satisfaction; also,' starting by hand presents no more difficulty than with the directinjection engine. Lastly, the price is within the reach of operaters who cannot afford the• extremely high initial costs of some other types of engine.
Leeds. F. H. Dursox.
Road Transport and the China-clay Industry.
The Editor, THE COMMERCIAL MOTOR.
[3901] Sir,—Having been intimately connected with road transport and the china-clay industry for a number of years, I find that a review of the past 10 years makes very interesting reading and gives one much food for thought.
There seems to be no doubt, in my mind, that the better-organized transport concerns now operating in the St. Austell area have done much to assist the clay industry through a very distressed period, and are still doing so ; but the big fact remains—it is only through being well organized that these transport concerns are able to give such valuable service ; but the full value of organized transport has not yet been felt, for which we have to thank the "Will o' the Wisp' contractor who himself buys used machines in a cheap market, grossly overloads them, underpays and very often works his drivers in excess of their lawful hours, and who thinks that in so doing he can work below the economic level of legitimate road transport charges.
Living as we are, through a period of world depression, the merchant is tempted to take advantage of a reduction in rates, and efficient organized transport can kick its heels or fall into line. Whilst a drop in rates is tempting and sometimes almost a necessity, it would be as well for merchants to take the long view. Labour cannot be indefinitely exploited, nor can machines be indefinitely overloaded. There comes a time when a charge in relation to costs has to be made, otherwise bankruptcy results.
In the meanwhile, organized transport suffers as a consequence, and the merchant in accepting unduly cut rates makes it more and more difficult for organized transport to give him the service which he would other wise obtain. CHINA. St. Austell.
Steam v. Oil for Economy. •
The Editor, THE COMMERCIAL MOTOR.
[3902] Sir,—In your issue dated October 14, Mr. W. H. Goddard has agreed that, even if the proposed new taxation becomes law, the steam-engined lorry would still show economy over the oil-engined machine.
That, of course, confirms the view expressed in my previous letter, and further comment would have been unnecessary, but he adds one or two remarks which, in fairness, I should like to answer, although these were exploded many years ago when the argument used to be "Steam v. Petrol for Economy."
It is true that the steam-engined lorry requires perhaps 45 minutes to raise steam, but—and this is the point to he carefully observed—not 45 minutes more than it takes to get an oil-engined lorry on the road. The actual difference, in practice, not theory, does not amount to very many minutes, and sometimes the difference is in ifavour of the steamer. Even the oil-engined lorry has not yet been trained to run out to meet its driver when he arrives to commence the day's work.
As to unladen weight, I was looking around an oilengined six-wheeler the other day, and on the off side was painted U.W. 9 tons 1 cwt. The space occupied by the coal, water and boiler has never in any way interfered with the leading space; in fact, even the overtype internal-combustion machine, probably copied from the steamer, offers no better body space in relation to wheelbase and overall length.
Conditions in one or two areas may he unfavourable for the use of a steam boiler, but in most places the L40
opposite is the case. Neither the weight of water— amounting to only 6-7 cwt. throughout the journey, and usually costing nothing, nor the limited radius50 miles is nothing unusual nowadays—prevents the steamer from competing in any sphere of haulage work. The determining factor in long-distance haulage, as we know it to-day, with rates cut to ribbons, has not been mechanical efficiency but financial inefficiency.
In conclusion, the following examples of fuel economy should 'be of interest, and will help to show that, so far as progress is concerned, the steam lorry—unlike the railways—still maintains its position. These examples were taken under ordinary working conditions, and the mileages were checked by speedometer. On a round trip of 34 miles, a 6-ton lorry used barely 1 cwt. of coke. On a round trip of 66 miles, a 10-ton loriy used 31 cwt. of coal, including that consumed in lighting up.
Is it not this very machine which Mr. Goddard is striving so hard to equal with his home-produced fuel?
Leeds. ENGINEER.
A Refuse-collection Scheme.
The Editor, THE COMMERCIAL MOTOR.
[39031 Sir,—I must open this letter by appreciating the lucidity and helpfulness of your articles. I am rather reticent in imposing on other people's good nature, but as you revel in cost accounting, here goes:— I have recently completed a short-service commission in the Royal Air Force, and as I have a fair knowledge of transport I am now considering a civil venture by tendering for the supply of refuse-collecting vehicles to a London borough. The vehicles must have pneumatic tyres, a low loading line, engine-operated tipping gear, a capacity of at least 10 cubic yards, and be fitted with metallic covers to provide dustless loading.
The tender is to be a price per day for vehicle and driver ; 7 a.m. to 5 p.m. on Mondays to Fridays, and 7 a.m. to 12 noon on Saturdays, with 11 and 1 an hour for meals respectively, and is to be for periods of 5 years, 7 years or 10 years.
I have not enough capital to purchase a fleet outright, but I reckon that I have enough to make the venture a success, provided I can get a manufacturer who agrees with the price I tender and is prepared to spread payment over a period of three years, without an initial deposit.
The number of vehicles required per day varies between 15 and 23.
If you will be good enough to give me your views on how to set about preparing a tender, and any other advice that will be useful to me. I shall be very thankful. I have your operating costs as recently published.
I should add that the tenderer has to give garage accommodation, also maintain and wash the vehicles.
Eastbourne. REFUSE.
[I presume that you will have to purchase 23 vehicles to commence with. If that be so, you should allow standing charges for that number, all but wages, engage some drivers on day-to-date rates and treat wages as running costs.
For the calculation of running costs, ignore the number of vehicles in use; take.the annual mileage as a basis for your calculations, including, as already recommended, wages as an item of running costs. To calculate wages in that way, take a figure for the average daily mileage, divide into the driver's wage per day, and the result is the figure for wages per mile.
Generally speaking, running costs for your vehicles will be below the average in respect of tyres and maintenance, but above On account of fuel consumption and oil. As a grand total, you might take 10 per cent. less than the figures given in the Tables.
Make proper allowance for supervision in calculating your establishment charges, but in the probable event of your having a separate repair shop, the expense of that may be set against maintenance charge of the vehicles.— &TALI