" Dangerous" Goods by Road.
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Our contributor " Manchester Trader," in the course of the fourth .article of his series on the 'subject of " The Roads for. Commerce," which article appears in the present issue, directs attention, to the manner in whieh consignors and consignees of so-called " dangerous ". goods are, in a sense necessarily and unavoidably, mulcted by the railway companies. The independent road unit offers the best means of eacape from the pains and penalties by which such traffic is penalized on the railways of this and other countries. There is nothing new in the point, but it is one as. to whichwe welcome a recurring note. The cost per mile for a motor vehiale is the „same, whether it be loaded withminerals, castiron, petrol or high explosives. The earning capacity, of course, varies with the" class of load, having regard to the practices of those who conduct alternative methods of conveyance. Be it at the hands of owners of canal, rail or steamer, goods are rated according to their value, bulk and character. It is precisely here that the commercial motor scores, for it enables the trader whose products or commodities are adversely classed, for any one or more of the foregoing or similar reasons, to work out his own traffic salvation. His highly-rated goods. kept under his own control. throughout, do not suffer by reason of lany "mixing" with other traffic.
Electric Vehicles.
It was the writer's pleasure to he in the chair, in -the absence of Mr. R. A. Chattock, of Birmingham, on the occasion of the November meeting of the Electric Vehicle Committee of the Incorporated Municipal Electrical Association, when Mr. Arthur H. Harrison, borough engineerof Southwark, attended the Committee to discuss with its members, the terms of a. report which he had made to his council concerning the relative claims of petrol, steam; and electricity. Mr. Harrison had expressed the view that no battery-equipped vehicle was likely to suit his coonciPs requirements for five or more years, and this bald statement, separated from much of the context of his full report, appeared as an extract whiclegot into wide circulation throughout the 'country, and in a. manner -which, as subsequent events proved, was calculated to do undeserved and unintentional harm to the cause of the electric vehicle. Mr. Harrison has made it clear that his remarks applied more particularly to two points: (1.) the inability of electric-vehicle vendors to offer him a chassis with.a frame Iow, enough for his. purpose ; (2) the difficulty, on his particular work in Southevark, to obtain a daily mileage which sufficed to keep the incidence of interest and sinking fund low enough per mile run.
The official report of the proceedings of the meeting in question is published in another part of this issue (page. 318), but we feel that it is due to the cause of the electric. vehicle to direct attention to them.
We have always supported the view that there is immediate scope for the more-general use of battery equipped vehicles in towns and cities; in the course of ordinary commercial haulage; in support of which . view a growing volume of testimony is becoming available. Mr. Harrison has made it clear that ire this case, for particular muniCipal purposes, petrol-driven and steam-driven vehicles' are 'at, the moment superior. He disclaims any intention to condemn the use of the electric vehicle per se, or the Use of electricity as motive power. A Situation which offered sotne
ossibilit.ios of friction has been happily terminated; and Mr. Harrison remains in the market to buy the first battery-equipped vehicle that meets his requirements as to loading line and first cost.
More Coke, and Why.
We have adequate information in our possession, not all of which is of a confidential nature, and the outcome of this is to lead us to conclude that there will be very large increases in available supplies of coke during the years 1917 and 1918. The increase of this class of solid fuel will be due to at least two primary 'causes—extensions of existing plants at gas works, and the erection of low-temperature distillation plants de novo. The extensions of -gas-works plant will be partly date to new demands for gas for power purposes, both stationary and portable, as well as incidentally further to meet demands for particular products which are wanted for the manufaetura of munitions. The new and very considerable
developments in the matter low-temperature plants will be partly due 'to Admiralty requirements, and partly due to the national necessity for utilizing. various low-grade-fuel resources, inclusive of cannel and shale deposits, alike to secure the yields of light and heavy oils and special cokes.
Future control of the coal resources of the United Kingdqm will all tend towards large increases in coke production, and-here-we Use the word " coke" in its generic sense. Much of that coke will be suitable for use under steam boilers, and particularly . under boilers in steam wagons and tractors. A large proportion of it, however, in order.that the maximum efficiency may be secured, will undoubtedly be used in producer-gas planta for power generation.
We hope that -both existing and prospective owners . of steam wagons and tractors will continue to give . the claims of coke serious consideration. They should arrange to burnfit. It is a valuable alternafive,' especially at the, present time, to any gradesof coal. and it can be brought into use With but Flight modifications of fire-bars and fire-grates. The aetivities of the London Coke Committee, and of its allied organizations throughout the country, are 'ail helping forward the day when steam-wagon and tractor owners will have cause to be grateful. It is, too, net beyond the bounds of possibility that in the near future it may be illegal to burn any coal by what is known as "external combustion." The Navy will require all the anthracite; all other coals for commercial processes will have to be partially orWhicilly • carbonized householders who wish to use open grates may have to pay taxes for the privilege.