OPINIONS and QUERIES
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Road and Rail in Conflict in Ireland. The Oil-engine Requirements of American Operators
Is it a Public Service Vehicle? Gaining Per Hour, but Losing Per Mile on Haulage Rates Road v. Rail Transport in the Irish Free State.
The Editor, THE COMMERCIAL MOTOR.
[3534] Sir,—The general public will extend their sympathies to the men who, through inevitable changes in methods of transport, will lose their employment on the Fre 2 State railway systems. Not only that, but the public would support legislative action if it could be shown that the full complement of men could be maintained on the railways without injury or loss to other sections of the community.
Can it be shown? I am afraid not. What, then, is expected of the State? Surely it will not be expected to take such action as would in effect say "The competition in transport between road and rail interests is clearly demonstrating that the railways cannot compete with the more modern methods, and in order to keep them running we will increase the road tax, reduce the speed of and otherwise curb the activities of all motor road vehicles." Any such action would destroy competition, would increase the rates for transport of passengers and goods, and would deny the people the right to progre.ss, the right to enjoy the most modern and most convenient transport system the world knows.
The roads of the Free State have been remade and reconditioned to fit them for carrying fast, heavy loads. The cost, which has been considerable, was, and is, being borne partly by the motor vehicle owners in the form of road taxes and import duties on their vehicles and partly by local rates; in other words, mainly by the farmers and farm labourers in their . capacity as ratepayers. The only return the latter can expect for the abnormal road expenditure of the past 10 years is the economy and convenience of road transport.
In 1840 the people of this country saw the first horseless carriage run on rails and drawn by a steam engine. At that time there existed here a really wonderful transport system known as the mail coaches. These were run from Belfast to Dublin, from Dublin to Cork, and, in fact, anywhere there were people or goods to be carried. Thousands of horses were emploYed daily and horse-breeding was a lucrative section of agriculture. Yet progress demanded that the old system and all the employment it gave be sacrificed to the monster of the 19th century, viz., speed. If employe ment had been a consideration in 1840 we would never have had railways.
Irish agriculture has lost much since 1840, when traffic was diverted from the roads to the railways, hut now it looks as if the greater part of that traffic is coming back to the roads. Bus stations and clearing houses for parcels and heavy goods are being erected on the sites of the wayside inns. The now familiar petrol pumps have replaced the painted signs that depicted the local titles of the beer shops. We no longer see "The Cock and Hen," "The Fox and B46
'The Black Horse." We see instead—" ShellMex," "R.O.P.," "UP." All this may mean little to a farmer who can get only 1914 prices for his products whilst paying 1918 prices for his purchases, but Ireland's hope in the future lies in her rural development, and in this she must depend on a system of transport other than railways, which have been tried and found
wanting. HIGHROAD. Dublin.
America Wants Good Oil Engines.
The Editor, THE COMMERCIAL MOTOR.
[3535] Sir,—The depression in the United States has cut down practically all research and experimental work and left the bus operators without any practical oil engine. Meanwhile the cost of the lighter-grade oil has been maintained at a fairly high level, whilst the price of petrol, due to over-production has been reduced practically to that of light oil. The State tax, however, has put petrol at a certain disadvantage, for the time being at least.
These adverse, but probably temporary, price conditions have brought about a feeling in certain quarters that the oil engine has no future in the States. The big bus operator, however, who has investigated the oil engine from abroad mounted in one or two of Iii s bus chassis, has arrived at the opinion that if the oil engine can maintain its economy of at least 100 per cent, greater mileage per gallon -over, say, 30,000 miles without the need for overhauling except for occasional valve grinding, he can afford and is willing to spend $1,000 more for every bus chassis, which amount may be saved during the first year of operation, provided no extra tax be put on the light oil fuel
In other overseas countries, particularly in those with a hot climate, there exists a great potential demand for the oil fuel bus engine, due to the existing great difference in fuel prices. For instance, it is reported from Manila, Philippine Islands, that oil fuel sells at 7 cents a gallon, whilst the petrol cost is 30 cents a gallon. The oil engine is therefore in great demand there, and it is even excused if slightly smoky and noisy when idling, provided it runs a few more miles than the petrol engine per gallon of fuel.
In the United States, however, due to the small fuel-price difference, things stand otherwise. The bus operator must demand mwe from the oil engine to pay for the greater outlay and for the change in ser
vice organization. Further, the United States city ordinances do not permit keeping on the streets a vehicle which continues to emit smoke; an occasional cloud of lubricating-oil smoke is tolerated of pure necessity. If it could be shown that the oil-engined bus did not emit this evil-smelling lubricating-oil smoke, the oil engine would, for no other reason, quickly replace the petrol engines of buses in certain cities.
Before a United States bus operator buys any number of oil engines, he will have to be convinced about a few things regarding the new engine.
It has to be proved to him that the engine has a perfect balance and does not vibrate when running at idling speeds.
It must be just as quiet idling as a petrol engine, and there should be no combustion knock when the fuel pedal is depressed.
There should be no smoke or smell from the oil at any speed or load; lubricating-oilsmoke, if it cannot be avoided, may be tolerated in the same way as it is tolerated with petrol engines; however, an up-to-date oil engine should not emit such smoke.
Injection timing should be automatic, thus simplifying the driving.
The oil-fuel consumption and engine torque curve should be such as to give at least 100 per cent, more miles per gallon than the petrol engine.
Accessories should be so arranged as to provide room for left-hand steering gear, and the exhaust manifold should be on the right-hand side opposite to the dynamo. The electrical equipment should be of American make or arrangements made so that Such equipment can be put on.
There should be a connection for the Westinghouse air-brake compressor, instead of the exhauster used here.
The idling and maximum-speed governor should be connected to the fuel pump, and this should preferably be of a well-known make to ensure availability of spare parts in the United States.
Fuel and lubricating-oil filters, together with an oil cooler and oil-fuel booster pump may be put on in America.
The flywheel ahd flywheel housing should be so dimensioned as to fit the S.A.E. standard popularly employed for petrol engines.
The latest American idea is to drive the camshaft from the rear end and to use gears ; fan and water pump are combined on the same shaft and driven by duplex V belts from the crankshaft; the water-pump packing must be of such construction that it does not require any adjustment. An oil cooler or heat regulator can be built in to the side of the cylinder block in a very inexpensive way.
A hand-starter is not necessary.
A minimum size of oil engine for bus service in the States is-100-110 b.h.p. at 2,000 r.p.m., which may be developed from a six-cylindered 41-in. by 51-in, power unit.
A medium size could be a 135 b.h.p. engine, but with six 41-in. by 6-in. cylinders.
The largest size would be the 5-in. by 6-in. six-cylindared model delivering 165 b.h.p. at 1,850 r.p.m. • All engines should be able to stand at least 2,500 r.p.m. when coasting downhill.
The engine that can burn a variety of oil fuels will be preferred, but available oil fuels are good,. and can be bought at bulk prices from 41 cents a gallon (American) to 7 cents for the light domestic heating oil.
The price per horse-power will probably come down to that of heavy-duty petrol engines of the same size, or from $10 to $15. At present imported oil engines sell at $25 per horse-power.
Huoo MOREN, Consulting Diesel Engineer. Bournemouth.
A Private Coach for School Use.
The Editor, THE COMMERCIAL MOTOR.
[3536] Sir,—I am thinking of disposing of one of my coaches to a private school. The headmaster wishes to use it for taking boys to football, outings, etc. The boys will not be actually paying fares, as the use of the vehicle will come under the education fees. How will he have to tax the coach—as a public-service vehicle or otherwise? Will he need to fill in any form? Also, I suppose it will have to be Insured for carrying the boys. Must the driver carry a badge? Leigh-on-Sea. L.A D.
[Whilst the point is not entirely free from doubt, it appears to us that a motor coach which s used by the headmaster of a school for the purpose of taking the boys to football matches, etc., is not a public-service vehicle within the Road Traffic Act, and that it therefore need not be licensed by the Traffic Commissioners, ner need the driver have a badge. .
With regard to the question of taxation, it appears to us that the vehicle should be taxed on the horse-power basis in the same way as for a private vehicle.—En.]
Gaining Per Hour, but Losing Per Mile.
. The Editor, THE COMMERCIAL MOTOR.
[35371 Sir,—We are readers of your interesting publication, The Commei el:al Motor, which we find very useful, especially the "Problems of the Haulier and Carrier," and we would be very pleased if you would send us your "Tables of Operating Costs." We have been doing light haulage as a side line and we should like your opinions on the following queries :—
We purchased a Morris-Commercial heavy-duty ton truck in January, 1926, which we use for the work ; It has twice been thoroughly overhauled by the maker and is running well. We are working for a builder and contractor just now and we are getting practically full-time employment from him, although we sometimes manage to do runs for other firms by rushing through with jobs.
It is mostly town work and we charge 4s. per hour ; for out-of-town runs we charge 6d. per running mile, We cover between 200 miles and 300 miles per week. Are we overcharging? We ask you this because we recently lost a job which we had had for two years at the above rates, and another firm got it. They use a 30-cwt lorry, which will not be as cheap to run as our own.
We have not been to see these people yet about the reason, as we were lucky to get the work from the contractor immediately we were stopped, and we are getting about 110 per month more work from him than from the others.
Our vehicle is driven by one of the partners and the other partner looks after our sack and waste-cotton business.
We have a large warehouse, which is used to garage the truck at nights and week-ends, so you see we have no garage charges.
We had thought of getting another lorry—a longwheelbase Ford at £275 ready for the road—as we have to refuse work sometimes, not being able to get through it. This vehicle would be driven by the other partner, and he would be in the shop when not out with the lorry ; but if we could get full work for that as well we should employ another driver,IAs svoalsm.to
free the partner for the inside work. _ Preston.
IYour haulage business seems to be conducted on the principle of losing on the swings -what you gain on the roundabouts.
Considering first your practice of hiring at 4s. per hour. On the basis of a 200-mile week the net cost is 2s. fid. per hour, and at 300 miles per week 3s. per hour, so that you are making a gross profit of between is. and is. 6d. per hour. That is not excessive or in any way unreasonable for casual work.
When you let your lorry out at 6d. per mile you are losing money. The cost per mile at 200 miles per week is 7d. and at 300 miles per week 51d., so that you are either losing id. per mile or Making a gross profit of d. per mile, which is equivalent to a net profit of nothing.
You might ha able to reduce your charge per hour to 3s. 6d., but your minimum charge per mile must be 9d.