OPINIONS and QUERIES Oil v. Petrol-engined Vehicles: An interesting Comparison.
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The Editor, THE COMMERCIAL MOTOR.
[4135] Sir,--On several occasions I have noted references to the demand for a small oil engine, suitable for pay-loads of 30 cwt. to 2i-3 tons. It may be of interest, therefore, to many users to know that there is now available such an engine. It has three cylinders, an R.A.C. rating of 21.7 h.p., a cubic capacity of 4.2 litres and a b.h.p. of 51 at 1,700 r.p.m.
It so happens that your recent interesting road test of a new 2-tonner enables a most interesting comparison of the performance and economy of the engines to be made. The petrol engine is rated at 25.01 R.A.C., with a capacity of 3.485 litres, and a b.h.p. of 55 at 2,750 r.p.rn. Except for the difference in speed the oil and petrol types resemble each other fairly closely, but when we come to the performance and economy the difference is really astounding. The small oil engine gives 35.8 m.p.g.—a gross-ton-mile figure of no less than 143.2 per gallon, whilst the petrol engine did 13.6 m.p.g., giving a figure of only 59 g.t.m.g.
There was only 6 cwt. difference in the total gross loads of the two machines—the petrol lorry actually carrying the heavier load, and the average speed of the oiler was 29 m.p.h., and of the petrol machine 25.5 m.p.h. The economy is therefore 143.2 g.t.m. for 5d. as against 59 g.t.m. for is. 2d., approximately 86 per cent.
For the above test, the Gardner 3LW (the engine referred to) was fitted to a Vulcan 30-cwt. chassis, and the test was carried out over a normal run of 72 miles. It would therefore appear that we can get much the same economy with these small oil engines as we have always obtained with the larger engines.
Leeds. W. H. GODDARD.
Why Not Discharge the Exhaust at a Higher Level.
The Editor, THE COMMERCIAL MOTOR.
[4136] Sir,—When I was proceeding along the Edgware Road some while ago to visit HendOn for the RAY. Display I wondered why the exhaust pipes of buses, etc., were not carried up to the roof of the vehicles. If this were done I am sure that it would be better than where they are placed now, for two reasons :—(1) They would be above the heads of all pedestrians and the fumes would have a better chance to clear away. (2) When an exhaust Sprays out on the surface of the road with considerable force it stirs up all the dust and flows into people's mouths, whether they be walking or driving.
I cannot see any reason why my suggestion should not be carried out, as Army and many other ambulances have already adopted the idea.
I know that the shorter the pipe and the fewer the B28
bends the more powerful the engine, but surely with modern engines nobody would miss the very small amount of power lost.
I should very much like to hear from any other reader who knows more about this subject than I do, especially if he be a manufacturer or designer.
Worthing. SHIRLEY.
A Query Concerning Our Tables of Operating Costs.
The Editor, THE COMMERCIAL MOTOR.
[4137] Sir,—With reference to your Tables of Operating Costs, July 16 and 26, 1932. Under the headings of Hauliers' Figures, you refer to "assumed establishment expenses and profit." Does this mean that the amount per mile under " minimum charges per mile" (various weekly mileages) includes profit ; and, if so, what percentage? Also will you please state what additional amount per mile should be added when a trailer is used?
R. W. 'fru SON, Secretary,
For H. Timson and Sons, Ltd.
Leicester.
[The figures for "assumed establishment expenses and profit" are entirely hypothetical. The "minimum charges per Mile" are calculated to include those hypothetical figures. If your ideas either of establishment expenses or profit are not in agreement with those quoted, you should deduct or add accordingly to the "minimum, charges per mile." It is somewhat difficult to reply to your question about trailers without knowing what size vehicle you are using, what capacity trailer and what weekly mileage. The following, however, will serve as a rough guide. Add 20 per cent, to the running costs, and to the standing charges the equivalent to ifi per annum taxation, small extra amounts according to your actual experience for garage rent, insurance and interest on first cost, and the additional wages involved where the use of a trailer necessitates the employrnent of an extra man or increased wages to those already at work.—S.T.R.]
The Future of the Small Haulier.
The Editor, THE COMMERCIAL MOTOR.
[4138] Sir,—I am a light haulier, doing general work and express parcels-delivery service. Most of this work could be done by the railway companies. So far as I can understand, in January next, all hauliers will be compelled to obtain a permit to operate a limited number of goods vehicles for hire or reward.
Now, presuming that my vehicles are kept in a roadworthy condition, and ray employees receive a fair remuneration, can I even then be refused a permit to operate; and, if so, what remuneration will be paid to a haulier so put out of business?
Cannot your paper display prominently, each week, the name of a haulage association .which will cater for all classes of haulier—if such an association exists— and so enable us to tell the railways and Government—
Hands of road transport ! PUZZLED. London, E.14.
[When the Road and Rail Traffic Bill becomes law you will be required to apply for a suitable licence as a haulier, the "A" licence if you haul solely for profit or reward, or a "B" licence if you combine haulage for profit and reward with the conveyance of your own goods. Provided your vehicles are in good condition and that your employees receive a fair remuneration, there is little likelihood of your application being refused, particularly if your vehicles have been in operation at any time during the year terminating on March 31, 1933. You will be entitled to an unladen tonnage equal to the maximum employed during that year. Any increase after that period will be subject to special consideration and may be liable to objections from the railways and other interested parties. No provision is made in the Bill for compensating hauliers who are put out of business. A haulage association that caters for all classes of haulier has recently arranged a satisfactory agreement with the leading clearing houses, and is very active in combating unfair. restrictions, is the Road Haulage Association, Grand Buildings, Trafalgar Square, Loadon.—En.1