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Petrol and Electric Costs Compared

25th November 1949
Page 47
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Page 47, 25th November 1949 — Petrol and Electric Costs Compared
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Which of the following most accurately describes the problem?

HAVE recently compared the running costs of the 1 electric vehicles of actual users with those given in "The Commercial Motor" Tables of Operating Costs, and would point out that in an otherwise admirable compilation some of the figures given in Table 17 are demonstrably incorrect in many particulars.

Thus it can be shown that the average cost of licence, current and depreciation are wrong, mostly to the detriment of the battery-electric. What is more serious, however, is that these costs are liable to be compared with those given for petrol vans, which again, cannot, as given, apply to door-to-door delivery service, this being the only field which the electric claims to cover more economically. • For instance, petrol consumption is said to be increased by only 20 per cent. in the case of vehicles covering 100 miles per week. If such vehicles were on door-to-door delivery work, tire consumption would be much higher. This applies also to the figures given for maintenance, for short-distance work puts a much greater stress on clutch, gearbox, brakes, starter, battery, etc.

If you do not compare like with like, i.e., petrol vehicles used for local delivery work with elect rics similarly employed, it would be better not to publish figures for the latter.

We are sure that your excellent journal, which always gives such unbiased views on all means for transport, will be glad to correct any mistaken impressions which these figures may inadvertently have created.

Gateshead-on-Tyne. H. W. HEYMAN, Managing Director.

(For Smith's Electric Vehicles, Ltd.)

[The figures for licence, current and depreciation quoted in Table 17 are actual averages. They may not apply strictly to the vehicles produced by Mr. Heyman's company, but that does not necessarily make them wrong as averages. The data regarding the 100-miles-per-week vehicles quoted in Table I do make adequate provision for an increase in the cost of maintenance. If the figures be compared with those for the same type of vehicle running 500 miles per week, this will be appreciated. For example, take the case of a 1-tonner, the maintenance at 100 miles per week is 1.55d. as compared with 0.71d. at 500 miles.--S.T.R.]

WITH further reference to this subject, you will notice " that S.T.R. mentions his figures to be average. We fed, however, that the discrepancy between these and those actually charged to our users are too great to make this explanation convincing. Thus three prominent makes of electric vehicle, the Brush 2-ton, Douglas 25-30-cwt. and N.C.B. 30-cwt. are all licensed at £16 5s. per annum, whereas S.T.R.'s average figure is :£26. Similarly, in the case of current, a figure of lid. per unit is not average. Most large fleet users pay 0.75d. You will notice that S.T.R. has made no comment on the important and, to us, crucial matter of petrol consumption.

With regard to maintenance, we would refer you to Maintenance (e), where, as already stated, the figures are identical. We would reiterate that the spares bill, under maintenance, etc., is higher where a petrol vehicle is used for door-to-door work.

We feel that this subject is one that should stimulate discussion and criticism, for we fear that otherwise, in view of the standing of your journal and the reputation of S.T.R., they may be too easily accepted without check by people who have no direct experience with battery electrics. H. W. HEYMAN.

[Regarding your further letter, the dala I had before me at the time of the most recent issue of the Tables indicated that the weight of 30-cwt and 2-ton electric vehicles, when equipped with van bodies, was likely to bring them into the class involving a tax of £26 per annum. The item of taxation is always subject to correction in respect of individual vehicles, and that applies in the same way to petrol machines. I would point out, however, that the difference between your figures and mine amounts to not more than 2s. per week. I note your point that large users of current pay 0.75d. per unit. Of that, I was well aware. It is not, however, fair in a publication such as that under consideration, to take a special figure. For example, large consumers of petrol and oil fuel obtain their supplies at much lower prices than those quoted in the Tables, so that there is no point in the comparison you tnake. In any case, there is a footnote to each Table suggesting that corrections be made for differences in the prices of fuel and electric current. I quoted figures for maintenance in my previous note which indicated that the sum total allocated under that heading became progressively greater as the mileage decreased.—S.T.R.]

WHICH OPERATORS RUN THE BEST-MAINTAINED BUS FLEETS?

THE letter on the question of the best-maintained p.s.v. fleet from Mr. Yorath, published in your issue dated October 7, was interesting.

I cannot allow his comparison of Leeds City transport with the Wallace Arnold concern, with the implied criticism of the former, to go without comment. It seems rather pointless to compare a municipal bus fleet with one of-coaches. I suspect that, in any case, he is judging the Leeds fleet by the unfortunate livery (a rather dingy unrelieved blue) rather than by its actual condition. From my observations during a visit to Leeds this summer, and again a few days ago, of Leeds city transport vehicles now on hire to the L.T.E. (running from Bromley Garage on route 61) I think Leeds' claim to have one of the best-maintained city bus fleets is reasonable.

I must admit that, personally, I prefer the city's standard types of vehicles, both pre-war and new, to those of any other city in the country and that, therefore, I may be prejudiced in their favour, but some 14 rides I have had this year on Leeds A.E.C. Regents with 7.7-litre oil engines, fluid transmission and Roe bodies, from 10 to 15 years old, were consistently good. It was obvious, even to a passenger, that none of the engines was "cut down" in power and, moreover, was not allowed to fall far below standard in this respect. Admittedly, four of the older vehicles evidently retained the Ricardo engines, which give more power than the direct-injection type, but the pulling of all was notably good.

The smoothness of running, especially at high engine revolutions, was well above average for this model, reflecting high standards of overhaul. Perhaps the most obvious feature to a passenger was the condition of the bodywork. I sat downstairs, mostly, and never observed more than about A in. of pillar movement over the depth of the windows—in many cases there was none at all Moreover, the somewhat crude metal strapping now being applied to older vehicles of some fleets is not evident on Leeds buses, yet bulging body sides are equally absent;

Amongst Other nominees for the front rank of fleet maintenance. I Would suggest Birmingham Corporation; and, on a smaller scale, as an urban operator, the West Bridgford U.D.C: Of the company fleets, Southdown, Yorkshire (Woollen District), and, as Mr. Yorath suggests, City of Oxford, are notably good----as are many of the Tilling, companies—this undoubtedly being why the last-named can operate such a high proportion of old vehicles. Amongst coach fleets that of Timpson's is, I feel, worthy of special mention.

As a final question on this subject, may I ask why it is that London Transport trolleybuses are so much better maintained than the same Executive's bikes?

• -London, N.21. A. A. TOWNSIN.

EARLY SCOTTISH HAULIER REGRETS LOSS OF • FFtEEDOM

WELL, here I am again, writing on November 5, the " night of the gunpowder plot, and I think it would be a good idea to shift the date to February 1, 1950! Several times I have been on the road from the North of Scotland to London and back with my son, a _veteran of Burma. Being an old Lovat's Scout, I cannot sit at home, and no road is too long for me, but. the 25-rnileradius limit on February 1 will not give me time to get my truck properly warmed up.

Some of your readers may be amused at an incident which occurred last month while we were on the road back from Coventry. At the border, in a roadhouse, while taking a snack, we met two B.T.0 drivers from Elgin, who were carrying loads of seaweed London way. They told us that they had parked their vehicles at a roadhouse near Carlisle. At 2 a.m., the people in a

house near the road had to get up and make the drivers shift their vehicles, the reason being that sea lice [pre, sumably sand fleas.--ED1 had left the 'seaweed for warmer quarters, penetrated under the doors, up the stairs and into the beds..

1 have a new Sentinel 8-tonner, with under-floor engine, on my A licence. This vehicle is most comfort.able to ride in and drive on a long run. There have been big changes since I started in 1918 with an old .Arrol-Johnston.and a Model T Ford: the former was thrown in with the Ford for an extra £5 10s. I ran it for the first year with straw, etc., packed into its old tyres, and no one asked me if I had a licence.

I have no regrets. It was a hard way to learn, but Low it make S my old heart'sarry. to think what is going to happen when we have 25 miles of heather and hills without roadhouses, where we shall have to spend the rest of out days.

Fochabers, Moray. ALEXANDER Ross.

HE PREFERS THE OLD TYPE OF VEHICLE HAVING been a reader of Our journal for the past ,30 years, I would like to inquire from others if they know of any vehicle in the post-war era which can compare with the Ford 2-ton BB type:with four-cylindered, side-valve engine?

I have always found this to be a very reliable model, cheap to operate and maintain, which was what one would call "a good old slogger." I am now operating a 1949 machine with a six-cylindered, o.h.v. power unit; and, in my view, it is not in the same class for work as the older type. It is always wanting something done in respect of maintenance. So where are the BB Fords of to-day.

Enfield Town. C. F. BUSH.


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