AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

OPINIONS FROM OTHERS.

12th February 1924
Page 26
Page 27
Page 26, 12th February 1924 — OPINIONS FROM OTHERS.
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 invites correspondence on all subjects connected with the use of commercial motors. Letters should be on one side of the paper only and typswritten by 'preference. The right of abbreviation is reserved, and no responsibility for views expressed is aceepted.

123 Gross Ton-miles per Gallon of Petrol..

The Editor, TiE COMMERCIAL MOTOR.

[2239] Sir,—We are much interested in Sir John E. Thornycroft's letter (No. 2235) in the issue of The Commercial Motor few January 29th, 1924, in reply to our letter (No. 2220.

We frequently find that the weight of electric vehicles is very much exaggerated, and we may say that, for equal carrying capacity, say about three tons and over, the electric vehicle is not really appreciably heavier than the petrol vehicle, the reason being that modern batteries and motors as now used m electrics are very light for the power given, and against their weight should be offset the following heavy parts of a petrol vehicle :- One fouror six-cylinder engine of about 25-40 h.p. One petrol tank, full of petrol, and spare tins of petrol.

One radiator, full of water. Flywhe.el, gearbox, exhaust pipe and silencer.

When the total weight of these parts is taken into consideration, there is practically nothing in it between the petrol vehicle and the electric.

We cannot agree that the heat value of rubbish collected and burned in destructors is of any use to petrol vehicles or horses, the principal reason being that the supply of steam from a destructor is usually of such a variable character in volume, pressure And dryness that it is very seldom a client can be found who will purchase the available amount of excess steam produced over the Work's requirements. This excess, however, can be most comfortably accommodated by electric-vehicle batteries the patience and almost animal qualities of which in the matter of feeding makes one feel that they are not really mechanical vehicles at all, but " super horses," capable of doing as many gross ton-miles of useful work per annum as any three, or even four, of the finest horses that have ever been born.

In our previous letter, No. 2226, we credited the petrol vehicle, working on city refuse collection, with an estimated performance of 40 gross ton-miles per gallon of petrol. We have since made some inquires into this matter, and actual data from large undertakings give this figure as less than 25 gross ton-miles per gallon, as compared with the equivalent of 94 gross ton-miles on electrics using refuse destructor by-product electric current at one halfpenny per unit. The latter figure is far from fantastic and car( be very easily proved.

Apart from the wonderful superiority shown by electries in the matter of fuel cost, there is also the Very important question of reduced repairs and superior efficiency in the matter of daily service, to say nothing about the advantage that eleetrics can be readily driven by the superseded horse drivers.

The average commercial petrol vehicle does not run with the petrol economy of the Thornycroft and, so far as electrics are concerned, it would be senseless to put them on long-joUrney work for which they are not designed and for which petrol vehicles and steamers are undoubtedly much more suitable. Experience, however, proves that this statement should be completely reversed where the short hauls and innumerable stops of city salvage work are concerned, and for this work it can be very rightly claimed that the electric has no peer.

If Sir John. Thornycroft would like to give us.the weight of any one of his four-ton chassis, also the separate weights of engine, flywheel, clutch, gearbox,

B42 exhaust pipe, silencer, radiator full of water, petrol tank full of petrol, and all the innumerable little gadgets that go to make up the successful petrol vehicle, we, on our part, will be happy to supply him with the weight of an electric chassis of equivalent carrying capacity and, its component electric parts, and we feel that this will help to settle the timehonoured calumny that 6ominercia.1 electries are very much heavier than petrol vehicles of the same carrying capacity.—Yours faithfully, For ELECTRICARS, LTD., W. H. L. WATSON, General Sales Manager.

Paraffin Vaporizers: Are They Successful?

The Editor, THE COMMERCIAL MOTOR.

[2240] Sir,—I am a regular reader of your journal and am interested in a small country haulage business, which we find it diffieult to make pay in these days, owing to rate-cutting opposition. 1 was, therefore, interested in your article on "How the Germans are Using Heavy Fuela."

I remember reading in your journal some time ago that Commercial Cars, Ltd., had perfected a paraffin vaporizer which could be fitted to any engine, but, since then I have not read or seen anything as to whether it had proved a success, neither have I came across anyone who has tried one.

I would be pleased if your readers who have had experience of such vaporizers would let me know, through the columns of your journal, if they have proved successful, if they save much in fuel expenses, what mileage -per gallon is done by them, or what loss of power appears to result.—Yours faithfully, COUNTRY HAULIER. Surrey.

Dearer Petrol.

The Editor, THE COMMERCIAL MOTOR.

[2241] have no doubt that all motorists and firms using motor vehicles are dismayed that the price of petrol has been 'raised again 'by a very substantial figure, as I think most people were under the impression that the drop in price made a few weeks ago by the petrol ring was a permanent one. I would like to point out, however, that the increase is entirely due to the motoring community itself. A perpetual squeal goes up regarding the price of petrol and about the " iron hand" of the monopolists, and yet no attempt is made by motorists ta help themselves out of their troubles in this direction.

had occasion to address a meeting of the Press specially called together, in September, 1922, at the time of the drbp in the, price of petrol from 2s. (two shillings) to is. 80. per gallon. I pointed out then the reason for the drop. A number of firms had sprung into existence who were seriously undercutting the prices of the petrol " ring,",with the result that in those districts where transport facilities were easy, i.e., particularly within a 50-mile radius of London, a tremendous volume of business was secured by these " outside " firms, to the serious die-. composure of the " monopolist " group. I personally had no doubt that the cut then made by the latter and the further cut to is. 60. in September last were both made with one object, viz., to put all the " outside " firms out of business, and when this had been achieved up would go the price again. The .cufs involved the outside companies in such serious losses that, with certain exceptions, they gave up competing, with tEe result that—as I predicted—the price

has started to soar again, and, there is nothing to stop it soaring still higher. For months past inspired articles have been appearing in a section of the Press urging motorists to buy only the well-known brands, because the quality was guaranteed, etc. I have had years of experience in the motor spirit business, and every make of spirit varies in quality from time to time. Some of the finest spirit I have ever used in a car was imported by an "outside" fihn.

If those interested in the use of motor vehicles— pleasure and business—would only appreciate that the way to kill price increase is to encourage keen competition, they would be helping their future position. Do not buy spirit from the firms Which are working under a price maintenance arrangement. This particularly applies to the big buyers and transport users, such as stores and other large trading concerns. At present, the transport facilities only make it possible to obtain these "outside " supplies in the London area, but as the businesses of these outside firms increase and prosper, extension of supplies to the provinces will follow.

I am not now interested in any concern dealing with or selling motor spirit, so I write quite impartially. I have suffered very considerable financial

loss in fighting the " inside " trade. I want, however, to help those firms who are still struggling, and to emphasize most strongly that sound competition is our only safeguard, and, this being encouraged, there is a substantial saving for the motorist and money for the " outside " firms which are willing to supply at a price showing a reasonable trading profit.—Yours faithfully,

CHARLES JARROTT (Lieut.-Col.). Royal Automobile Club.

An Unsatisfactory Road.

The Editor, THE COMMERCIAL MOTOR.

[22421 Sir,—Will you permit me to draw attention to the shocking state of the London-Folkestone road, portibn of which is new and a portion reconstructed? The portion in question is near Wrotham, and the fact that the Royal Automobile Club is advising its members to avoid this road, by taking an alternative route which is longer, is an indication of the condition of the road surface. Surely, if the road had been properly constiucted in the first instance with suitable material, there would not have been the delay and loss of time which have occurred —

Yours faithfully, T. J. CLARK.


comments powered by Disqus