OPINIONS FROM OTHERS.
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123 Gross Ton-miles per Gallon of Petrol.
The Editor, THE COMMERCIAL MOTOR.
[2226] Sir,—The above remarkable world's record was recently achieved by a six-ton Thornyeroft lorry, and represents the absolute high-water mark of petrol motor practice. It is gratifying to note that it stands to the credit of a British firm, and to a product of British engineers. The above result was of course, obtained on a
straightaway run, and does not represent the figure that would be obtained where a vehicle is employed on city collections or deliveries and frequently affected by traffic stops under these conditions, the probabilities are that 50 per cent. of the above result (or, say, 62 g.t.m. per gallon) would be a very fine figure, and one may without hesitation say that not 10 per cent. Of the petrol-driven vehicles (on delivery work) in the kingdom even approach such a figure.
This rather prompts the question as to how the electric vehicle gets on—whose work at the moment is specifically that of the Cinderella of the motor transport world.
Where stops and starts are many and frequent, such as in city refuse collection, the electric has no peer—except perhaps the horse. The "infinitely variable gear capacity" of the horse, together with his well-known self-starting proclivities " render him a difficult competitor for even the electric on short hauls with frequent stops. Unlike the electric, however, the horse cannot go out and collect his own food and, if the experiments on inner-radius work, now being carried out by Mr. J. Jackson (Cleansing Superintendent to the City of Birmingham), fulfil their early promise, it looks as if the domain of the horse is about to be very seriously invaded. Each electric vehicle collects daily more refuse for fuel than is actually necessary for the production of electricity for a full battery charge, the excess of steam and current being used in a variety of ways for numerous engines and motors throughout the works.
The fuel cost of electricity produced in this way is practically zero, but charges must, of course, be made for the running plant, depreciation, i,nterest, wages of attendants, etc., etc., and, after making ample allowances, it will be found that these charges should not exceed one halfpenny per kilowatt-hour generated.
On a straightaway test run, an electric vehicle will operate for 160 watt-hours of "battery input" per gross ton-mile, and this, at one halfpenny per kw-h., represents 0.08 pence per g.t.m. If petrol is taken at fifteen pence per gallon, then the record petrol vehicle performance up to date (123 gross ton-miles per gallon) gives 8.2 gross ton-miles per penny of cost for fuel, whereas the electric vehicle, under the above conditions, does 12.5 g.t.m. per penny of cost for fuel, this being equivalent to. a performance of 1,48 g.t.m. for the cost of one gallon of petrol at fifteen pence.
The foregoing figures apply to straightaway runs in each case, but, in city refuse collection, the number of stops and starts in a total daily distance of 20 miles might easily run from 200 to 300, and it is specifically these conditions which are eminently suited to the electric.
It is extremely doubtful whether the best of petrol vehicles running -ander similar arduous conditions would average 40 g.t.m. per gallon or 3.75 g.t.m. per penny for fuel, but experience shows that eleetrich can actually do this work with about double the e40 normal rate of consumption, so that, in their daily work, they show the remarkable relative figures of 6.25 g.t.m. per penny of cost for fuel, equal to 94 g.t.m. for the cost of one gallon of petrol at fifteen pence. There has been, of late, atendency on the part of some municipal authorities to favour other methods of refuse disposal than by burning it in destiuctors. it is probable that, if the foregoing remarks were sufficiently appreciated, the energy produced and its _uses would be so valuable as to warrantthem reconsidering their decision. We should be pleased to confirm more fully our views on this matter if interested persons would like to write to us on the subject.—Yours faithfully,
For ELECTRICARB, LTD., W. H. L. WATSON, General Manager, Sales
London. Departments, .
Road-side Advertising Signs.
The Editor, THE COMMERCIAL MOTOR. [2227] Sir,—We feel it our privilege to point .out at this time, when there is so much publicity given to the decision of the oil companies to withdraw their road-side advertisements, that the absence of National Benzole .Mixture road-side signs is the outcome of the policy and decision adopted by this company from the commencement ; i.e., not to disfigure the beauty of the countryside by inappropriate advertising.
No road-side sign of this nature has ever been erected by this company, as, for many years, we have regarded with sympathy the public • feeling against this type of promiscuous publicity and, consequently, considered it more in our interests to adopt this attitude.—Yours faithfully,
NATIONAL BENZOLE CO., LTD., ARTHUR J. TIBBETT, Managing Director. London, S.W.1.
Kerbstones on Dark Roads.
The Editor, TEE COMMERCIAL MOTOR.
[2228] Sir,—I recently travelled by road to Birmingham, and was amazed at the number of lorries I saw in ditches and in collision. I made inquiries from garage owners and innkeepers in various districts, and was told that the state of affairs I found was nothing unusual on dark nights. I myself found the greatest difficulty in keeping the road when approaching headlights, and in my opinion, and that of many more with whom I have discussed the question, the provision-of kerbstones would be of great assistance to lorry drivers by night. In the winter months one has only to touch the soft banking by the roadside to be practically drawn into the ditches. The delay in delivery of goods and expense attached to getting out of trouble again must be very en couraging to the railways and damaging to the road industry. ndustry. I certainly think that kerbstones
should be provide& and surely transport owners pay sufficient in taxation for the provision of that safeguard to be considered.—Yours faithfully,
Leyton, E.10., j. EMMETT.
The Danger of Skidding.
The Editor, THE COMMERCIAL MOTOR. [2229] Sir,---We have read with much interest your leading article on this subject in the issue of The Commercial Motor for December 18th, and we quite agree that the danger of skidding cauld be eliminated, or, at all events, largely reduced, by attention
on the part of designers to the points that you
mention. • These have had very. serious consideration from the designers of Saurer chassis, and the question of skidding; owing to • brake application, has been.eliminated by the use of the Saurer patent engine brake, which provides for a gradual and progressive braking action. When it is used it is impossible to
• lock the back wheels, so that these are alwa-s rolling. The prevention of the locking of wheels is an effect greatly to be desired.
Again, the clutch has been specially designed so as to provide a smooth and 'gradual pick-up and special steel tongue pieces engage on the leather surface of the clutch.
We send this as an indication that, -amongst the Other Points considered in the design of the Saurer chassis, these have received their due• amount of
• consideration.—Yours' faithfully,
• For Tlit SAIIRER COMMERCIAL VEHICLECO., LTD., : • • RALPH E: WILSON, Sales Manager. London, N.W.1,