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OPINIONS and QUERIES Why Should the Salter Conference Try to Damn the Oil Engine ?

21st October 1932
Page 46
Page 47
Page 46, 21st October 1932 — OPINIONS and QUERIES Why Should the Salter Conference Try to Damn the Oil Engine ?
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Which of the following most accurately describes the problem?

The Editor, THE COMMERCIAL MOTOR.

[3886] Sir,—I have followed with close attention the position since the publication of the Salter Report, which I feel must have come as a shock to the operators of the heavier classes of vehicle.

There is one point to which I do personally take a very strong exception. I believe we can say that at the moment the Swiss and Germans definitely give us the lead for compression-ignition engines.

Is it not like the politicians to discourage this, and with all respect to the necessity of the Government to obtain revenue, does it not seem very regrettable that they should not do everything in their power to encourage experiments with this type of engine, whereby we might have a chance of at least equalling the foreigner in the near future?

I do not think that there can be any doubt but that this type of engine must ultimately find favour, not only with the heavy commercial vehicle, but also with aircraft, and I feel that if the commercial interests of the country were properly represented no extra tax would have been placed on the oil engine.

As a matter of fact, this seems to me to be one of the worst points of the whole report, although I do feel that the suggested tax increases are much too high.

I think this represents the view of many others who have sufficient knowledge of the industry to realize how in the past the politician has so very definitely discouraged inventive genius in the motor industry.

GEo. PETTYT Exeter. (Maudes of Exeter).

[We cannot agree with Mr. Pettyt that Continental makers have definitely attained an ascendancy in the manufacture of compression-ignition oil engines. It is, of course, necessary to watch developments very closely, particularly in Germany, but the latest British designs have very little to fear from their rivals. At the same time, we fully endorse his remarks concerning the foolishness of endeavouring to discourage the development of oil engines, especially as herein lies a probable outlet for oil produced from coal.—Bu.] Another Aspect of the Salter Report.

The Editor, THE COMMERCIAL MOTOR.

[3887] Sir,—As an owner of road-transport vehicles who is likely to be seriously perialiZed should the proposals of the Salter Conference be adopted by the Government, I have carefully read the report, and am amazed to find that, whilst it is stated therein that the "object has been the ultimate establishment of a 'fair basis of competition' such as will tend to secure a better division of function' between goods transport by rail and road respectively," one very vital factor in the problem appears to have been entirely overlooked.

320 The report states that "The large sums which have to be paid by the railways in respect of the interest on the capital required to construct their permanent way, constitutes a principal difference between their situation and that of the road transport industry," but fails to take into account the fact that the railways have an extremely valuable franchise, in that they have complete control of their lines and can organize their traffic in the manner most convenient and economical to themselves.

As an illustration of the value of this franchise; to convey 500 tons of goods on the railway, it is necessary to provide a locomotive and 50 trucks at a capital cost of £10,000. The necessary road vehicles for the same purpose would cost £75,000. The depreciation and maintenance in the first case could be taken as 10 per cent., whereas in the case of the road vehicles depreciation would be 20 per cent., and maintenance a further 20 per cent. (including tyres), a total of 40 per cent, per annum. Translated into ton-mile costs (taking the figures for 10-ton vehicles given in the report) this works out at 49d., or nearly twice as much as the suggested tax on 10-ton vehicles.

The tremendous advantage possessed by the railways over road transport operators in this particular, appears to have been ignored by their representatives and quite overlooked by those who were supposed to represent the road-transport interest. When it is remembered, also, that the number of men employed in the transport of the 500 tons above referred to is three in the case of rail transport and 100 in the case of road transport, the advantage is enormously enhanced.

The proposals if carried into effect will seriously cripple, if not destroy, a very . important industry efficiently conducted, in the endeavour to bolster up an inefficient one. FAIR PLAY. Port Talbot.

Reliable Lubricants Are Not Necessarily Expensive.

The Editor, THE COMMERCIAL MOTOR.

[3888] Sir,—My attention has been called to a statement in the Press, issued by some of the leading motorcar manufacturers, which is in the nature of a warning against the use of cheap oils. As this may give rise to an unfair impression that only certain nation-wide-advertised lubricants are reliable, I desire, on behalf of the members of my federation (many of whom have had 30 to 40 years' experience in lubrication), to state that there are trustworthy lubricating-oil refiners who have blended first-class oils and manufactured greases since the motor vehicle originally came on to the road. These firms have given complete satisfaction to users of all types of motor vehicle and retain their numerous clients, even though they may not advertise quite so extensively through the varied channels df modern publicity as the other reputable companies.

With regard to guarantees by vehicle makers, it is well known that it is usual to blame the oil for breakdowns—this has been the first recourse of engineers in the history of mechanics, whereas proper inspection has often disclosed defects from far different causes. would emphasize that lubricants supplied by my members are of the highest quality, but as they do not have to bear such heavy overhead charges, oils can be supplied at proportionately lower prices. It may be pointed out that the only standards, as such, for motorcar lubrication are those issued by the British Standards Institution for internal-combustion engines, and firms of repute can guarantee their oils to come within these specifications and combine their long experience in offering the correct grades for each make of car. Oil refiners with their own laboratories and lubricating engineers are able to deal with lubri cation problems. W. W. PIGOTT, Secretary, The National Lubricating Oil and Grease

London, E.C.3. Federation.

Rate Cutting by Big Hauliers.

The Editor, THE COMMERCIAL MOTOR.

[3889] Sir,—Numerous letters appear in your -paper about the above practice in the haulage industry, and here is a case that, in my opinion, wants some beating. I have just lost a job that I have had for four years through a company (not an owner-driver) cutting in.

This company does a 30-mile run each way at 6s. 8d. per ton. On the outward journey it is bulky traffic, and you have to build up your load very much to be able to get three tons on a platform 14 ft. by 6 ft. Gins. The return load is much More compact, but the two loads have to be kept perfectly dry. My rate per ton for this work was 14s. out and 12s. 6d. return. I was offered the traffic at the reduced rate, but promptly turned it down. We owner-drivers catch a lot of &al.casm from our big brothers, but it is not all one-sided. I wish your journal the -success it richly deserves. Huddersfield, OWNER-DRIVER.

. The Speed Limits and Weights of a Convertible Vehicle.

The Edttor, THE COMMERCIAL MOTOR,.

F38001 am 'running a Dennis 2-ton lorry,

which for the greater part of the time is used as a flatbed lorry for milk transport, etc., when the unladen weight is 2 tons 8 cwt.2 qrs. Occasionally—sometimes once a week—it is used as cattle truck, when the unladen weight is 2 tons 15 cwt. 1 qr. Could you give me advice as regards the speed limit and the weights to be given on the side? I have sought advice from several people, and they invariably confuse the regulations with those that cornpel the heaviest weights to be stated for "taxation purposes," but I would point out that the vehicle is already taxed at £82, and my query only relates to the unladen weights and speed-limit regulations.

Shaftesbury. DENNIS.

[We consider that the unladen weight to be shown on your vehicle is 2 tons 15 cwt. 1 qr., and the speed limit to be exhibited is 20 m.p.h., if all the wheels be fitted with pneumatic tyres. Our reason for so advising is that if for any reason the police should take particulars of the lorry at a time when it was being used as a cattle truck, they would be entitled to take proceedings against you if those particulars were not exhibited. Moreover, although in the case of a heavy motorcar it is necessary to have the unladen weight and the maxiinum speed at which the vehicle may be driven when not drawing a trailer, painted on the vehicle, no such requirement exists in the ease of a goods vehicle the unladen weight of which does not exceed 2 tons, and which, therefore, is not a heavy motorcar.

We wonld point out that the mere fact of having the speed of 20 m.p.h, painted on the vehicle would not prevent your being entitled to drive at any speed up to 30 m.p.h. while it was being used as a Rat lorry, although in such a case it might be necessary for you to satisfy the police that the unladen weight of the lorry when used in that condition did not exceed 2i tons.

With regard to the definition of unladen . weight: we would point out that the definition in section 7 of the Roads Act, 1920, which applies in the ease of taxation, is substantially the same as the definition in section 26 of Part I of the Road Trafi9c Act, 1980, which applies te all matters dealing with the regulation of motor vehicles, and provides that where alternative bodies or parts are used the heavier shall be taken when ascertaining the unladen weight.—En.] Jet-calibrating Machines and Flow-meters.

The Editor, THE COMMERCIAL MOTOR.

[3891] Sir,—As the author of the article " M.P.G." referred to by Mr. Busby in your issue of September 30, I would like to say that I did not use the term " flow-meter " in any mistaken sense, as he rather suggests, but because, in my experience, the jet-calibratingmachine under discussion is invariably known to its users by the name of "flow-meter," and in writing for the benefit of the user, I employed the term most

likely to be understood. C.H.F. London, S.W.2.

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