AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

OPINIONS and QUERIES Encouragement for the Oil Engine.

9th June 1933, Page 57
9th June 1933
Page 57
Page 58
Page 57, 9th June 1933 — OPINIONS and QUERIES Encouragement for the Oil Engine.
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

The Editor, TIIE COMMERCIAL MOTOR.

[4088] Sir,—Assuming, as one supposes that we muat do, that with possibly some minor alterations, and even minor concessions, 'the new Road and Rail Traffic Bill will be duly passed and inscribed on the Statute Book, it is of the utmost interest to all users of commercial vehicles to note the outstanding features of the new scale of duties proposed by the Chancellor in his Budget speech. We can say at once that now, at last, we know where we are, after many weary months of agonizing uncertainty and trade stagnation which resulted from the unreasonable proposals of the Salter Conference, and at least this is a great relief to all concerned. The commercial motor industry can get to work again, and operators can now size up their position and place their long-delayed orders for new vehicles, also for oil engines for conversion purposes.

For the first time, heavy oils and gas oils have to pay at once a duty of 1d. per gallon, really a duty of 8d. with a rebate of 7d. This means that it will cost the oiler approximately the following amounts extra for fuel (assuming yearly 30,000 miles for lorries and 40,000 for buses) :-5-ton lorry, £7 to £8; 10-ton lorry, £13 to £14; double-saloon bus, £14 to £15; single-deck bus, £8 to £9.

To this we can hardly take exception, especially when bearing in mind that petrol still pays 8d. per gallon, and that, as will be shown, the oil engine has been treated leniently as compared with the petrol type. It amounts to only between 0.042d. and 0.09d. per mile, which is not a serious item.

It is satisfactory to note that the Salter proposals have been greatly reduced, by about 30-35 per cent. for oilers and about half of that for petrol engines. The important point to note is the favourable treatment of the oil engine as compared with the petrol, both for passenger and goods vehicles. For example, the 4-5ton. (unladen weight) lorry has been raised from £43 5s. to £70 for petrol, an increase of £26 15s., whereas, if fitted with an oil engine, it has to pay only -f90 tax, i.e., only £20 more. When one considers that in a year's run of, say, 30,000 miles this lorry will burn about £312 in petrol, but only about £39 in oil fuel, thus showing a clear net gain of £253 in one year's work, it is quite obvious that the oiler has been well treated, and is evidently to be encouraged. Even the big 10-ton lorry has to pay only £55 extra for the privilege of an oil engine, and this lorry in a similar run can show a net saving of no less than £326.

It is quite evident that it is to the advantage of every haulage man to convert his fleet to oil power as soon as circumstances permit ; furthermore, these taxes do not come into force until January, 1934—another advantage.

In the case of passenger vehicles, there is no increase for petrol buses, but again oilers have been favoured. The 48-52-seater has to pay £61 12s. extra, and this means that, in a normal year's run of 40,000 miles, it can show a net economy of no less than £251— surely an attractive proposition for any bus company or owner. One can safely prophesy a great increase in oil-engined vehicles in the near future.

'Leeds. W. H. GODDARD.

The Petrol Tax and the Road Fund.

The Editor, THE COMMERCIAL MOTOR.

[4089] Sir,—In his letter appearing in your issue of May 26, Mr. H. Wyatt introduces a quotation from a letter of mine which appeared elsewhere, as to the purpose of the motor-spirit duty.

This necessitates my troubling you with a short explanation. Mr. Wyatt has consulted Mr. Lloyd George and obtained a statement as to the purpose of the tax instituted under the 1909 Budget, but that tax was repealed when the revised vehicle duties were introduced more than 10 years ago.

The present motor-spirit duty dates from 1928, with two increases in 1931. That duty is not and was never Intended to be related to the Road Fund. Obviously In my comments I have not troubled about the object of taxation which was repealed years ago.,

London, E.C.2. " W. MeA. GRACIE, London and North Eastern Railway.

An "Empty" Indicator for Petrol Pumps.

The Editor, THE COMMERCIAL MOTOR.

[4090] Sir,—Great inconvenience is caused on the main roads to-day through the number of petrol pumps which are found to be empty.

The writer has in mind a device which automatically uncovers a card bearing the word "empty." Perhaps this will interest some of your readers.

Whi tchurch. .T. B. HUXLEY,

The Raven Garage.

Prosecutions For Defective Number Plates.

The Editor, THE COMMERCIAL MOTOR.

[4091] Sir,—A Sunday paper recently published an article in which it was alleged that 15,000 motorists had each been fined 10s. for using number plates with Incorrect lettering and spacing, and which did not conform with the regulations laid down by the Act.

The majority of these offences is occasioned by motorists using painted or other plates with haphazard spacing. Unfortunately one has only to measure such plates to recognize that number-plate manufacturing should be entrusted to experts and not to casual labour and sign-writers.

Having had 22 years' specialized manufacturing of number plates, we feel justified in saying that the only safe method of ensuring freedom from prosecution is to purchase the factory-produced patterns.

It may, however, interest road users to know that there are several cars produced to-day in which the designers have not made proper allowance for the fitting of full-size legal plates.

London, N.W.1. A. C. Doo, Director, For Homo, Ltd

Instituting a Parcels Service.

The Editor, THE COMMERCIAL MOTOR.

[4092] Sir,—I am planning the institution of a parcels-delivery daily service between Leicester, Nottingham and Derby, using a 30-cwt. van, either Ford, Bedford or Morris-Commercial. I should be very grateful for any information you can give regarding the scale of charges, working out of running costs and any other item which is likely to arise in the operation of such a service.

The base will be at Leicester, the day's run first to Nottingham, then on to Derby and back to Leicester.

If you think the above size of van is unsuitable for the job I shall be glad of any advice you can give.

Derby. PARCELS.

[It is a little difficult to. advise you as to what charges to make for a parcels service without some more detailed• knowledge of the circumstances, such as the kind of goods you are likely to be offered and what the chances are of obtaining traffic. The following figures may serve you as a rough guide :—The round journey will cover about 80 miles, and, on the basis of a six-day week, your weekly mileage, with some allowance for dead mileage, will total 500. On that basis you should see a minimum revenue of Sid. per mile, or about 54s. for the round trip. On the basis of an average loading all the way of one-third the load capacity of the vehicle, then your chargesslionlebe, for any one of the three legs of the journey :-42s,-Per parcel of over 56 lb. and under 1 cwt., la. 3d. per parcel of from 28 lb. to 56 lb., 9d. for from 14 lb. to 28 lb., 6d. for from 7 lb. to 14 lb., and a minimum of 4d. for smaller parcels. You will have to charge 3d. or 6d. extra for bulky packets or for items which are difficult to handle.—S.T.R.] The Effect of Increasing the Number of Loads.

The Editor, THE COMMERCIAL MOTOR.

[4093] Sir,—I have been offered a few months' work hauling sand on the following conditions :—The distance is 10 miles each way, all level running. The price offered is 3s. per yard, and I am given help in loading. I am running a Peerless Trader 6-8-ton tipping lorry and one man is employed. Do you think that the price

Is remunerative? PEERLESS. Worcester.

[You do not tell me how long you are likely to be loading and unloading your vehicle, or how many loads per day you think that you can run. If you carry four loads per day of seven yards each load, and two loads on Saturday, then your revenue will be £23 10s., as against a cost of operation approximating to £19. If your overheads are negligible, then you may think that justifies going on with the job. If you obtain more than four loads per day, then your profit will increase considerably. For example, if you did five loads per day and three on Saturday, your total revenue would be £29 Sc., and your total cost of operation should be £23 to £23 10s.—S.T.R.]


comments powered by Disqus