OPINIONS an
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QUERIES
A Protective Association of Commercial motor Drivers Needed. Our Dependence Upon Im ported Fuel. Eliminating Dazzle from Hea dlights. Licensing a Coach for Private Work. Long distance Goods Transport.
A Protective Association of Commercial vehicle Drivers ?
The Editor, THE COMMERCIAL MOTOR.
[3251] Sir,—It appears to me as a commercialvehicle driver that under certain clauses in the new Road Traffic Act which come into force next year we shall find ourselves in an awkward position. it will require the evidence of only one police officer to convict us of dangerous driving or anything else he thinks fit with which to charge its.. This may involve heavy fines and, worse still, the probable suspension of our licences which means the stoppage of our means for living. , The chief trouble will be that magistrates almost always accept the word of a police officer against that of anyone else, and with no class of man is there an absolute guarantee that the complete truth will be stated or the facts not distorted in some way.
• I have come to the conclusion that it is high time that we formed some protective association of commercial-vehicle drivers. For a. comparatively small annual subscription we could be provided with expert legal assistance in any case which warranted it I wonder if other drivers would be interested in the
formation of such an association? OLD READER. High Wycombe.
The Heavy-oil Engine and the Fuel Problem.
The Editor, THE COMMERCIAL ,MOTOR.
13252] Sir,—In your, issue of October 28th you rightly pointed out that the correct name of the. engine now being developed as a mobile power unit is "heavyoil engine of compression-ignition type."
The fuel which is being used with these engines is a petroleum oil, slightly heavier than . paraffin (kerosene), which is distilled from crude petroleum, and all petroleum oils are imported into this country.'
In connection with the future use of gas and heavy petroleum oils as fuel in heavy-oil engines, the following .points are of interest :— (1) At a recent meeting of the Diesel Engine Users' Association, Mr. R. Ricardo said : "I am aware that if we suddenly changed from the use of petrol to that of Diesel oil, the price of the latter would at once rise to very nearly that of petrol."
Another speaker stated : "We have had definite indications by the oil companies that when the lightweight high-speed Diesel engine becomes a commercial unit and is used extensively, the cost of fuel will increase automatically."
(2) The difference in the price of heavy oil and petrol is chiefly one of tax. The present price of heavy oil to a bulk user is at least 5d. per gallon (delivered), whilst the. price of petrol is 10id. to lid, per gallon, i.e., less tax, 61d. 'to 7d. per gallon.
If the heavy-oil engine be used extensively, the authorities may tax heavy oh, and if there be a
change of method of motor taxation they will be bound to do so.
The whole position is in the hands of the oil 6ora-panies and the authorities, and in these circumstances heavy oil would possibly be as dear as petrol or not sufficiently cheap to meet the higher cost of the unit and the lubricating oil consumption, which is usually rather high on this type of engine.
The fuel question is a very important one, and after an extensive study of the problem I am convinced that it is essential to our future national safety, prosperity and progress that we, cease to depend upon imported fuel. It is more than time that we turned our attention to utilizing our home fuel resources which, in the form of coal, we have in abundance.
It is known that coal will yield fuel in three forms:— (1) volatile liquids for use in petrol engines ; (2) heavy oils for use in heavy-oil engines; (3) coke for use in gas generators. In connection with the heavy-oil engine, there are possibilities in the running of this unit on heavy coal oils, and even tars of low free carbon content, provided modifications be made which will enable good starting and satisfactory running at low speeds. The engine would also require increased compression. because ignition depends upon compression heat and coal products have a much higher spontaneous-ignition temperature than petroleum oils. With regard to coal products, it must, however, be remembered that from every ton of coal with 20 gallons of the tar from which the oils are obtained, 14 cwt. of coke are produced, but if the coke be obtained by lowtemperature distillation, it forms excellent fuel for use in portable gas generators which, taking coke smalls at 35s. per ton, will run an engine at a cost of 0.205d. per b.h.p., as against 023d. per b.h.p. for a heavy-oil engine using oil at 5d., per gallon, which is the present price of heavy petroleum oils. The mobile power of the country can in the future be operated solely on coal products, but the petrol engine, heavy-oil engine and the gas-fuel engine will each have to pay an important part in such a farreaching development.
N. CLARKE JONES, Associate Manchester College of Technology. London, S.E.7.
How to Avoid Headlight Dazzle.
The Editor, THE COMMERCIAL MOTOR.
[32531 am a regular, reader of your journal and have had about 20 years' driving experience with all types of vehicle. I think. that the dazzle problem is one of the worst to deal with. I feel sure, however, that if headlights were directed down on to the road at about 60 ft. ahead of the vehicle, also pointed more towards the left side, they would not blind oncoming traffic.
I find that with one good headlight showing the kerbstones I can pass blinding lights much more safely. E. PENNINGTON. Ashton-in-Makerfield.
THE COMMERCIAL MOTOR Maintenance Allowances for Big Mileages.
The Editor, THE COMMERCIAL MOTOR.
13254] Sir,—What would you consider to be a fair maintenance cost per coach for machines operating on a 200-mile run and putting in approximately 100,000 miles per year?
I imagine that the amount is -about 25 per cent. greater than that on machines which do 50000 miles per year.
I would like you to give me an idea as to the relative merits of running, say, six machines 100,000 miles per year• each and operating 12 machines _doing 50,000 miles Per year each.
About what amount would you consider to be fair for overhauling at the end'of the year, with mainten
ance at your rate? E. THOMPSON. Kingston-OH-ThaMeS.
[We must nrst point out that maintenance includes overhaul and repairs and, secondly, that one overhaul per annum is not likely to be sufficient for coaches doing 100,000 miles per annum.
4You do not say what size vehicles you propose to run. ASsmning that they are 32-seaters, then your,maintenance for a 50,000-mile year will be about 1200 to 1250, and that for a 100,000-mile year very nearly double the amount.
We should think your best plan would be to have nine coaches and to scheme out a proper system of rotational maintenance for them. We cannot recommend any scheme to use only six machines and to endeavour to make them cover 100.000 miles per year each. It is probable that the cost in such circumstances would become excessive.
A proper reply to your inquiry is not possible by letter. Perhaps you would like to come and see us? If you do, be careful to make an appointment first.—En.]
Licensing a Sports Club Coach.
The Editor, THE COMMERCIAL MOTOR.
13255] Sir,—A firm's sports club has the use of two light vans to fulfil fixtures in a league covering Essex, Hertfordshire, Chiswick, etc.
It is now proposed that the club or firm purchases a second-hand 20-seater to be used for this purpose; it would also possibly be used for summer outings of club members and for conveying cricket or bowls teams.
Kindly say what the position would be under the old regulations and the new, i.e., what tax and licence, also if it would have to be a certified vehicle.
Would it be best owned by the firm or the sports club?
Is there any feature required under the new regulations that is not found on vehicles made a year or two back? A.E.H. London, E.4.
[In the opinion of our legal adviser the licence duty on the 20-seater, whether purchased by the firm or by the sports club, would be 11 per unit of horse-power. This would apply after the Act comes into force, as well as now. At the present time the vehicle would not require to be licensed by the local authorities.
The position under Part 4 of the Road Traffic Act is -not free from doubt, but on the whole it is considered that the safest course would be for the vehicle to be owned by the firm, and for the firm to obtain a certificate of fitness and a public-service-vehicle licence, as though the vehicle were a contract carriage.—ED.] The Staff for Fleet Maintenance.
The Editor, THE COMMERCIAL Mo'roa.
132561 Sir,—I should be extremely obliged to know whether it be considered satisfactory and economical to employ a skilled mechanic and apprentice for the maintenance and overhaul Of eight commercial vehicles (various sizes and makes), with a prospective increase in numbers. Four of the wagons are stationed at four points 30 to 40 miles away from the headquarters, making constant supervision more difficult than if they were grouped together.
c42 Can this staff be expected to cope with an overhaul when desired and deal with maintenance work at the same time?
At present the drivers are charged with maintenance responsibility, which is not always satisfactory.
How would you expect the employment of a mechanic to compare with a contract for the work of maintenance, etc., to be done by a local garage?
Can you' describe a system that should be followed by therechanic to obtain -efficiency?
Preston. NON-TECHNICIA.N.
[We agree that the task of maintenance responsibility is not satisfactorily delegated to drivers. One really skilled mechanic and an apprentice should be capable of doing all the work that is needed, provided they have at call such specialized outside assistance as welding, cylinder boring, etc. For ordinary decarbonization and general-overhaul work, coupled with greasing, etc., the two men should suffice, as the mechanic can attend to the more delicate jobs, whilst the apprentice can be supervised on the task of chassis lubrication, checking tyre. pressures, draining sumps and so forth.
;With regard to the four wagons at outlying stations, it would seem possible to do the ordinary work of the weekly shed day by oneor two methods. Either the wagons could come to headquarters at specified dates or, according to a schedule, the vehicles could be dealt with at their normal garages. If the repair staff can conveniently arrange the journeys, it might pay you to utilize a small motorcycle for these trips.
The work should be more economically executed by your own staff than by a concern working under contract, provided you have available suitable plant at the home garage. If it be necessary to put out a large number of machining jobs, the cost will go up. Much depends upon the class of supervision which can be given to the two men on the repair work.
We suggest the establishment of a proper maintenance schedule, greasing being carried out on set days of the week, whilst minor overhaul periods could be arranged, say, quarterly, or according to mileage, major overhauls being dealt with once or twice per annum, according to tho distance covered.
A great thing to see to is that, whenever road work permits, the vehicles are available for supervision by the mechanics.—ED.
Tackling Long-distance Transport.
The Editor, THE COMMERCIAL 1V1oTou..
132571 Sir,—During the past 10 years I have been operating vehicles of nothing over 2-ton capacity for only local work, and as trade for the past year has been anything but good, I am contemplating the purchasepof a larger vehicle for long-distance work. Before doing so I would esteem the favour of your views on this matter, and, if possible, some idea as to operating costs of, say, a 10-12-tonner.
I should also like to know the best procedure with regard to collecting loads for transport—whether to secure them through the clearing-house agents or direct. I mention this because I am led to understand that the majorityof goods for long distances are handled by agents who charge certain commissions for the undertaking.
Any further advice and information you can offer me on this subject, particularly with regard to the class of vehicle you would recOmmend, will be greatly
appreciated. J. PEARSALL. Stourbridge.
• [You will find some figures showing the average cost of
• operating 10-ton and 12-ton vehicles in No. 4 of our Tables of Operating Costs. In the same Tables you will find some indieation of the' prices you should charge per week, or per mile, according to your weekly mileage. Your best course would be to get in touch with one or two good clearing houses with a view to obtaining work, although clearing houses as a rule are not very keen on employing men Withont experience, and with only one vehicle. It may be better for you to communicate with 'the clearing ho.uses and such possible customers as you may'lave in -your mind 'before you buy a vehicle.—S.T.R.]