WHEELS of INDUSTRY
Page 38
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"The wheels of wealth will he slowed by all difficulties of transport at whatever points arising, as a carriage is by the roughness of the roods over which it runs."—John Beattie Crozier.
Specification for Fuels for Oil Engines.
The British Standard Specification No. 209 for fuels for heavy oil engines, published in 1924 by the British Standards Institution, has recently been under review by the committee responsible for its preparation.
After discussions ' lasting several months, certain revision was proposed by the committee, but after careful coneicleration it was thought that insuffident data was then available and it was decided to postpone the revision for at least 12 months. The committee realizes the rapid development of the class of engine for which these fuel specifications are intended, more particularly the light, high-speed type.
In the meantime, therefore, the committee is co-operating with the Institution of Petroleum Technologists in the development of suitable tests which can be included in the specification when it is revised, and is keeping in close touch, through the American Standards Association, with the work being carried out in the -United States.
The committee would like users and manufacturers of heavy oil engines to communicate any experience or comment which is likely to prove useful in arriving at a comprehensive specification for fuel oils. The address of the British Standards Institution is 28, Victoria Street, London, SAVA, A New Ford 2-tonner.
Known as the 2-ton Fordson, ins entirely new model has been added to the Ford range of commercial vehicles. It differs from the familiar Ford 2-tonner in many respects, chief of which are its more substantial construction generally and that it has the new type of engine which, although of the same dimensions as that hitherto used, develops 50 b.h.p. at 2,800 r.p.m. This extra power hes been obtained by the use of a more efficient combustionchamber design, a larger carburetter and improved cam contours ; furthermore, the diameters of the main and big-end bearings have been increased and the lubrication system improved.
The rear suspension consists of a pair of semi-elliptic springs, the forward springing being similar to that on the familiar models.
The longitudinal frame members are no less than 7 ins, deep and are braced in six places, with the result that the whole forms an extremely rigid structure. A four-speed gearbox with power take-off is employed.
Twin tyres are fitted on the rear wheels, the sizes for these and the single front wheels being 20 ins. by 6 ins. ,(low pressure) ; 30-in. by 5-in, highpressure heavy-duty tyres are available.
The price of the chassis alone, with a 10-ft. 11k-in. wheelbase is £213, and with a 13-ft. 1-in, wheelbase £222. The complete lorry sells for £252 (short wheelbase) or £262 (long wheelbase).
We learn that there is a posebility
1320 of a new light van also being added to the company's range of commercial models, this being based on the wellknown 8 h.p. chassis.
Where to Witness Power Harvesters at Work.
The number of 'harvester threshers in use in this country during the present harvest has increased over the figure for last year. These power machines may be seen at work, by the courtesy of the farmer concerned, at the following farms :—
araior Wonnaid, Willerby Wold, Scarborough, Yorks; Mr. G. H. Neville, Wellingcme, Lincolnshire; The Flamsteadhury Estates, Redbourne, St. Albans. nests; Messrs. Alley Bros., South Creake, Norfolk; Mr. Parker. near King's Lynn, Norfolk; Major Proby, Elton Eafl, Peterborough; Captain Warburton, Shillingford, Wallingford Berks; Estates in Berkshire of Magdalen 'College, Oxford; Mr. A. F. do Ledesma, Popham, Basangstoke, Hants; Mr. R. Dudley, Linkenholt, Hampshire; Mr. R. Frisk, Kirmington, Lincolnshire; Mr. Haggis, near Louth, Lincolnshire.
The machines being used at Captain Warburton's and Mr. Parker's are of English make. Those desirous of seeing machines at work should write to the appropriate farmer, enclosing stamp for reply by letter or wire as to when the machine is expected to be in operation,
The T.S. Motors and Karrier Merger.
The meetings of shareholders of T.S. Motors, Ltd., held on August 26th to consider a scheme for the proposed amalgamation with Karrier Motors, Ltd., were adjourned for a month, following a suggestion that a committee of both preference and ordinary shareholders should be appointed to confer with the chairman (Mr. Sidney D. Begbie) and Mr. W. H. Shepherd, on the proposal that Mr. Shepherd or the committee might make.
At the meetings of the shareholders of Karrier Motors, Ltd., held on the same day, approval was given to the proposed scheme.
We referred to the proposed merger between the companies in our issue dated August 9th.
Singer Trading Results.
The accounts of Singer and Co., Ltd., for the year ended July 31st, 1932, show a trading profit of £77,618, as compared with £160,114 a year earlier. The net profit for the year is £1,493, as against 142,792 in the previous year, but this is before providing for income tax amounting to £12,891.
The directors are transferring £100,000 from the reserve account, which will enable them to pay not only the preference dividend amounting to £22,492, but also a dividend of 5 per cent., amounting to £25,004 on the ordinary shares. The balance to be carried forward is increased from £70,264 to £111,370.
North Country 11I.P. on Road-Rail
• Report.
A few days ago Mr. Hamer Russell, M.P. for Brightside, received a deputation from the SheffieldHorse and Motor Vehicles Association, and in discussing the Road-Rail Conference report, put forward some strong arguments. He claimed, in the first place, that the section of industry which has to pay the taxation recommended has not been consulted, also that there is no section of industry that can carry a further £2,500,000.
Dealing with the task of the Conference, he said that no committee could establish a basis of fair competition between one form of transport and a new form that is superseding it, and asserted that it was not the function of a Government to adjust competition in industry. He recalled the occasion when the iron and steel trade asked for Government assistance and received the reply that it must put its own house in order.
Mr. Russell's suggestion is that the railways should be given an opportunity for putting their house in order,
instead of artificial means being adoptedto uphold them. In his view, the pro
posal to use taxation as a weapon for the control of competition between home industries amounts to a dangerous precedent.