Fighting the Fuel Racket
Page 57
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I AM surprised that there has not been more correspondence regarding your excellent leader of July 16 on "Fuel; Racketeers." Surely fleet owners are not all complacent about this evil practice?
Are all drivers taking advantage of their employers in this way? I do not think so. I believe that the vast majority of drivers is strictly honest when refuelling, and careful to see that they sign or pay only for the amount that is" on the clock." The few that do seek to gain personally in this disgusting way are not only abusing the trust of their employers, but are endangering the livelihood of honest filling stations, and getting their fellow drivers a had name.
As pointed oat in your article, filling stations refusing to co-operate with these " pirates" lose the sale of considerable gallonage.
What is the answer to this problem? I am sure that the only reasonable one is closer co-operation between the fleet owner and the filling-station management by.
1. The fleet owners (as suggested by you) keeping a very strict check on the petrol consumption of each vehicle.
2. Following the lead of the far-sighted transport managers who have appointed selected old-established filling Stations throughotit the country, on the main trunk roads, as official refuelling points, and checking carefully the explanations given by the driver for any refuelling at any unauthorized station alleged to be necessary. If fleet owners kept in close touch with their. apPointed stations they would get every co-operation, for reputable agencies are jealous of their good name and fully realize that they depend upon vehicle owners for their
ROBERT H. FRENCH,
Markyate. . Director and Manager, The Watling Street Filling Station (Markyate), Ltd.
Economics of Oil and Petrol Units
EARLIER in the year you published an article showing the economy of oil engines over petrol units. The figures you produced showed that it would pay to convert to oil, even if the existing engine was not worn out.
Whilst we are in no doubt about the economics of the matter, there is one point which you did not mention and which can, in some cases, be a serious drawback. This is the effect on the unladen weight of putting in the oil engine.
As far as a vehicle of 5-6-ton capacity is concerned, it is certain that if it has been constructed with van body, it will already be approaching an unladen weight of 3 tons, and that the fitting of the oil engine would increase the weight beyond the point at which 30 m.p.h. is the permitted legal speed. If the nature of the goods carried and the mileage run are such that a closed vehicle running at the maximum permitted speed is essential, the problem of the weight is an awkward one.
Reduction of the weight by the erection of a tarpaulincovered and detachable superstructure, which some operators suppose does not count in the unladen weight and which seems to be a method not infrequently adopted, is apparently of doubtful legality.
We wonder whether you have had any experience of methods of overcoming this difficulty and of realizing, for this class of vehicle, the savings which conversion to oil seems to offer so temptingly.
R. D. PHOENIX, Secretary, Swinton, Manchester. Chloride Batteries, Ltd.
[This difficulty is fully appreciated and reference to it Las been made from time to time in The Commercial Motor. It is agreed that the use of a detachable superstructure for a van, with the idea that this would count towards unladen weight, is of doubtful legality. A removable container which is actually taken off the vehicle from time to time in the course of its work is, normally, reasonably free from this doubt. There are other ways in which the unladen weight can be reduced. One that is obkious and employed in some circumstances is to do away with the spare wheel And tyre, and, possibly, the carrier for these. This action is taken, not necessarily for the particular purpose under discussion, in connection with some fleets where such frequent attention is given to tyres that failures seldom occur. Weight can often be saved on bodywork by using lighter panels of aluminium or replacing heavy floors by those of light metal. Conceivably, a tilt hood, such as that mentioned by Mr. Phoenix, could be lighter than the structure normally employed. In some vehicles the cab seats could be replaced by others of lower weight. Alterations to the chassis may be more difficult and expensive, but even here there are possibilities. Inspection by an expert may show that cutting a piece off the rear end of each frame member would not cause weakness provided that the body was adequately supported and that this treatment did not affect other parts such as the bumpers. Perhaps other readers may have useful suggestions to make.—Eci.]
Praise and Criticism of Buses
WRITE to support R. L. May's letter of July 23, A praising the East Kent fleet, with especial reference to the Dennis Lancet IVs and Guy Arabs in it. As a very critical enthusiast I think that these two makes are most pleasingly modern in appearance and quiet in operation.
Considering the great number of grotesque and slabsided examples that one " hears " only too well, it is cheering to be able to praise rather than. criticize. Perhaps the post-war conditions are becoming more settled and tastes in bodywork likewise.
find it rather amusing to compare the excellent machines mentioned with those -of a larger Midland concern noted for its "progressiveness." Hollow laughter follows once one has endured high-capacity seating, for surely anyone can save weight by stripping out the interior. In fairness, however, the coaches of this operator are aesthetically satisfying. No doubt the great number of vintage machines running on local and long-distance work pays tribute to excellent maintenance, although passengers due for another rise in fares could reasonably expect something newer.
In any case it is extremely hard to find any real justification for this company making some of its own chassis when such good examples as those already mentioned are available.
Bridgwater, Somerset, D. J. SMITH.