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PETROL, DIESEL

19th January 1962
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Page 46, 19th January 1962 — PETROL, DIESEL
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Which of the following most accurately describes the problem?

_JECTRIC ?

DESPITE the phenomenal progress in electronic techniques in recent years, it is unlikely that scientists will evolve an electronic brain which matches equine intelligence (and traffic sense) when applied to multipledrop transport. In the view of Mr. G. F. Wildsmith, traffic manager of the Wolverhampton and District Co-operative Society,-Ltd., Lower Stafford Street, Wolverhampton, it was a sad day when horse-drawn vehicles had to be abandoned in favour of the mechanically propelled type. Having arrived in the distribution area, the self-directing propensity of the horse enabled the driver to make deliveries more quickly than cart be achieved with a vehicle energized by any other means. But the overall cost was too high, and now controversy revolves round the relative merits of electric, petrol and diesel power units.

2.5 Million Miles a Year Of the 184 vehicles in the Society's fleet, 72 are battery electrics of around 1-ton capacity, 95 are petrol driven and vary from 5 cwt. to 5 tons, and the rest are diesels of 2-ton to 5-ton capacity. Although the normal daily mileage of an electric is only 18-20 miles, the fleet covers over 2,500,000 miles in the year. Approximately 48 per cent. of the vehicles operate a seven-day week and 40 per cent. a six-day week. whilst 12 per cent. have a stint of 5+ days. Excluding drivers' wages, which are paid by the respective departments, total operating cost is about £81,000 a year, which is made up of £20,250 for establishment charges, £40,448 for running costs and £20,000 for the wages of maintenance and office staff. • Included in establishment charges, depreciation is based on a total write-off" in five years, but normally every vehicle is subsequently operated until it has completed its useful life. Some of the electric and petrol vehicles are over 25 years old. In a typical case the engine of a petrol-driven vehicle, due for scrap, is removed from the chassis, together with the gearbox, and both are replaced by factory-reconditioned units. Before 1950, new vehicles were purchased, but since that year all replacements have been second-hand: none has yet been scrapped.

c8 Although it is not possible to give running costs in per mile, the figures available represent a basis for gt comparisons of the three types of vehicle. In tht financial year, 84,000 gal, of fuel was consumed, ci ponding to an expenditure of £14,850 on petrol and 1 on diesel oil, whilst the cost of electric current (incl that used for lighting as well as battery charging) amo to £2,600. it is probable that about £300 can be attri to lighting.

Licensing accounted for £3,800, whilst the co insurance was around £3,500. Tyre costs totalled £3,6 which £1,800 can be debited to the petrol vehicles, I to the battery-electrics and £300 to the diesels. The o repair bill was approximately £16,300, which also cc the maintenance of pedestrian-controlled delivery vel two Land-Rovers and a breakdown vehicle in additi the main fleet. About £9,600 was spent on the petrol vehicles, £5,000 on the electrics and £1,000 on the diesels.

Operations of the fleet cover an area of over 750 sq. miles, and one of the most difficult factors in the organization of services is the constant movement of population. In Wolverhampton, housing estates have been (and are being) built up to three miles from the city centre, and continued demolition work on many areas near the centre will be followed in due course by the erection of large blocks of flats. A number of existing services include a considerable proportion of dead mileage, the longest run before deliveries are started being to Burvolarton, seven miles on the far side of Bridgnorth, a total distance of 20 miles. The remaining " long-distance" services cater for districts bordering the A5.

Each of the 10 departments of the Society is allocated a specific number of vehicles of a type suitable to the operating conditions. In addition to 1-ton battery-electrics the 87-vehicle milk fleet includes petroland dieselpowered vehicles of 1-ton to 4-ton capacity, all the bodies being of the canopied platform type, built to the Society's specification. In the main -10-cwt. vans are employed by the bakery, apart from two special confectionery vans fitted with side-mounted racks, the total number of vehicles in this department being 48. Of the 17 grocery vans, about 40 per cent. are used for deliveries of parcels from the 57 branches to customers' houses, whilst the 11 platform-type coal vehicles cover the entire area. Butchery vehicles number four and include a 4-tonner with an insulated aluminium body (to accommodate hanging meat) as well as smaller vans. The four vehicles in the greengrocery department comprise one standard 30-cwt. van and three 3-ton vans, whilst an equal number of buildings-department vans and a drop-sided type is employed for the maintenance of customers' premises as well as those belonging to the Society. Two furniture vehicles comprise a 5-ton and a 3-ton Luton van, the 5-toriner being fitted with a light-alloy body. The radio and boot repair departments each operate a light van and the two Land-Rovers act as breakdOwn vehicles in addition to a converted Bren gun carrier, equipped with a lifting crane.

Use of Eleetrics

Makes of battery-electric comprise Sunbeam, Morrison, Wilson, Brush and N.C.B., whilst the petrol and diesel vehicles include B.M.C., Austin; Morris-Commercial, Fordson and Bedford. Electric vehicles are mainly employed on the milk and bakery runs, and the diesels are operated on the longer runs with a high proportion of "dead mileage." Petrol engines are favoured for many of the shorter runs that are outside the capabilities of the electrics, and although some petrol-driven vehicles will be replaced in due course by comparable diesel-engine types, this only applies to a limited proportion of the total.

Mr. Wildsmith has spent 36 years in road transport and, with changing traffic conditions, has given a great d thought to the relative merits of electrical, petrol and drive, Whilst he has doubts about the future of the IN electric he believes that both petrol and diesel vehicle a definite role in delivery work. His doubt regarding e drive would be dispelled if the transistorized type ft its promise without complicating maintenance, ai would accept the diesel for short-distance work advantage over the petrol engine in terms of fue surnption could be increased.

Comparing the running costs of petrol vehicle electric& engaged on similar work, an average exper of f7-£8 on petrol is matched by a current cost of £5-£.10. On average an •electric can cover 18-20 before recharging is required, which occupies J1-13 milk deliveries the electric is penalized because the I reduced by only one third when all the full bottlel been replaced by empty ones, which is unfavoura current consumption. Although a range of 18-20 normally represents an adequate day's work (involvi to 100 stops at premises) the necessity to garage the 1 for charging on its return to the depot obviates birth during the day, and in practice this increases the n of vehicles required.

Battery life averages 4-8 yr. but may be as 'in 9 yr. in the case of the bakery vehicles, which °pc 5i-day week in place of the 7-day week of the mi.& Recent improvements in battery construction (notat use of Porvic separators) has increased the mileage of the vehicles and has reduced weight. A special is used for the electrics, and each veh provided with a Legge charger. Very maintenance is required and reliability is

Although the average dead mileage c existing runs of the electrics is small, it sents a considerable penalty, which coul be eliminated by establishing a numt decentralized charging depots. This wo costly and is impracticable; and unle operating range of battery electrics c materially improved it is probable that th will be replaced by petrol vehicles at future date. Mr. Wildsmith does not the claims made for the N.C.B. transisi vehicles, but asks the question, " Who's to look after it—a university graduate? considers that the promise of a smooth c over from the old to the new type maintenance side would be a prerequisite acceptance of transistorized equipment. Diesel engines are showing to outstanding advantage on the longer runs in terms of m.p.g., and maintenance costs are favourable. Makes of diesel engine employed include the B.M.C. 5.1-litre, 3.4-litre units and Ford 4Ds. A Fordson 2-ton vehicle, equipped with a 4D diesel engine, is used on the run to Bridgnorth and deliveries are made in the area as far as Ludlow, representing a round trip of 60 miles, some 300 drops and a dead mileage of 26. When a comparable petrol-engined vehicle was employed, fuel costs average £.334 in the year; now, the average is equivalent to £214 year, a reduction of about 36 per cent.

the case of the five Fordson 2-ton standard vans in rocery fleet fitted with 4D diesel engines, the dead ge averages 10-15, and on a typical run the van corn40 miles in the day. In this instance the use of s affords a fuel saving of about 20 per cent.

shorter multiple-drop runs in more congested areas, ver, the fuel advantage of the diesel is negligible and nly does not offset its higher first cost. Mr. Wildsmith s that the saving afforded by the diesel should in be greater with an increase of low-load work and ant stopping, but it has been impossible to convert rable theory into favourable practice.

Mr. Wildsmith's opinion, the discrepancy can be uted to the "cool combustion " of the diesel, when and at low loads, as well as the higher drag on the is as the result of low-temperature lubricating condiHe is convinced that there is greater scope for proin the design of small diesels in comparison with petrol es of approximately the same output. Although existvpes of diesel are easy to start in cold weather, the on the battery is greater, and both starterand at-maintenance costs are increased.

Lining costs vary substantially according to the skill of river, and this applies to all types of vehicle. The ance between the " good " and the " not-so-good " is particularly marked in the case of the diesels, is .oticeable with drivers of petrol-engined vehicles and st obvious with battery-electrics.

a average distance operated by a diesel before the a is replaced by a factory-reconditioned unit is about ) miles, whereas petrol engines are replaced after ) miles. In most cases both types of engine are fitted Cord piston rings, or conventional over-size rings, at intermediate mileage.

;ent Havoline lubricating oil of 20-30W viscosity is iyed for all engines and cars in the fleet and the ant is changed after 1,000 miles' running. Using a grade of oil greatly simplifies storage, sump replenishand obviates the possibility of filling or topping-up a with the incorrect grade. Mr. Wildsmith pays tribute advances made in oil technology with regard to ler bore wear, bearing life and so on.

the main, Goodyear tyres are fitted to all types of e, and covers are remoulded by the makers, the al covers being remoulded up to three times. The of the electrics and short-distance petrol-engined es suffer frequent damage by "kerbing," which is Ily unavoidable in the housing estates because of the oi access roads and the height of the kerbs, which is G. F. Wildsmith, traffic manager. normally about 9 in. Delegated to the care of tyres, a fitter is afforded regular assistance by a representative of the Goodyear company who, visits the depot at short intervals. Particular attention is given to the maintenance of correct pressures and to changing positions on the vehicle. Tyres damaged by kerbing are fitted on the opposite side of the vehicle before the damage becomes critical, but despite this precaution, side-wall abrasion often necessitates renewal before a cover has been used for more than 10,000 miles.

Painting as well as body repairs is performed by T. Edwards and Sons, Bone Mill Lane, Wolverhampton, whose premises are adjacent to the depot. Mr. Wildsmith points out that the provision of painting facilities at the depot would be uneconomic because the average throughput at any one time would be less than three vehicles. It would be necessary for one vehicle to be in the " preparation " stage, a second vehicle to be in the paintshop and a third to be in a varnishing bay—in a continuous sequence of processing —for efficient organization of a painting routine. Although repainting is nominally based on a period of .three years, it is frequently impossible to achieve the target, and the ready availability of a bodybuilder's resources enables painting costs to be reduced to a, minimum.

Whilst the maximum use is made of outside facilities and the stock of spares is limited to fast-moving spares, the value of self-sufficiency with regard to many aspects of maintenance has not been overlooked. Nearing completion, a new 120-ft. by 60-ft. building will afford increased capacity for routine work, including an up-to-date washing bay, and will augment the floor area of the main workshops (and battery-electric garage) by at least one-third. A Churchill hoist and greasing bay are included in the workshop appointments, in addition to a double-length pit and comprehensive garage equipment.

Ease al vehicle entry and driver convenience are factors of first importance which, in Mr. Wildsmith's view, leave scope for considerable improvement, with the qualification that it would be impossible to build a standard vehicle that could cater for the needs of every type of delivery service. The fleet includes both normal-control and forward-control vehicles, and although the latter afford good vision for driving, they have the disadvantage that a child standing in front of the vehicle may escape the notice of the driver when starting from rest. This represents a particular hazard in the housing estates, and normal-control is preferred for some runs on the score of safety.


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