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After the Show.

31st July 1913, Page 1
31st July 1913
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Page 1, 31st July 1913 — After the Show.
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Which of the following most accurately describes the problem?

There was a pleasant business hum, about the Olympia Show, which closed on Saturday last, although we have no doubt that exhibitors were amply prepared to digest a bigger volume of inquiry than the satisfactory one which asserted itself. Business at the exhibition of 1913 has compared most favour-ably with the eiaekness at that of 1908 ; the interval of five years has been sufficient to create a body of interested supporters of commercial motoring who are desirous and willing to attend a display of the kind. In addition to these already-interested parties, there is undoubtedly a greater total of people who are finding themselves gradually forced by the march of events to become supporters of the great movement with which this journal deals.

. We desire to take this opportunity of directing the attention of our several thousand new readers—for whose accession we have to thank our pre-Show programme and the holding of the Show itself—to our regular free service of " Answers to Queries." Not a few points in connection with any revision of delivery and haulage methods can with advantage be submitted to us, and we are at all times ready to answer speeifie questions to the best of our ability, in impartial fashion, and according to considerable experience of the Editorial staff of THE C031MEIIC/AL Moton. All the principal members of that staff haye had, as is generally known throughout the industry, many years of experience in various branches of commercial-motor work. Information can be given by post, or through our columns, as may be preferred. It will be found that various pages of this issue are devoted to Show topics. A costly undertaking of the kind must not be dropped and forgotten simply because it has closed its doors. There were many lessons to be learnt at the Show, and their applications are pregnant with occasion for profitable employment in many quarters. An object-lesson to the civilized world, the recent wonderful collection of all types of commercial motors cannot fail to have a remarkable influence upon the Home market. From matches of conversation which we overheard at the Show, and from other conversations in which we, took part. ourselves, we are justified in putting on record our conviction that the cumulative effect of the staging of pareelcars, motorvans, motor wagons, public-service vehicles Find other exhibits has been of real efiect, and that the effects will be lasting.

We are at a loss to understand the origin of the following reference to the organization of the recent Show, for which H.R.,11. Prince Arthur of Connaught was made responsible by whoever supplied the text of his speech: " This Exhibition has been deliberately organized to appeal to the visitor from countries where tho demonstration of daily use is not so much before the eyes."

This assertion has not, fortunately, resulted in any material impairing of the widespread advance publicity which was secured for the Show amongst Municipal and other Home interests, but the phrasing was likely to deter many classes of prospective buyers for use in this country from paying a visit.

One other assertion, which we mention by way of comment upon its inclusion in our report of the Imperial Motor Transport Conference, came from the lips of Colonel Holden, and was to the extraordinary effect that "a large number or the principal makers of lorries had submitted vehicles to the trials of the War Office, and had been -successful in having their vehicles approved as types which would be subsidized if and when required." The, faets.of the case, at the moment, are very different from this roseate outlook, which is certainly a ease of the wish being the father to the thought. Three makers have received the WarOffice certificate in respect of subsidy types ; one of these (Leyland) is building and selling on a satisfactory scale ; another (Thornyeroft) is building and selling on a limited scale ; the third (Hall-ford) is virtually not building. s We cannot reconcile this position with the speech which Colonel Holden made at Olympia, and we are prompted by it to make another reference to the question of the subsidy scheme in relation to the industry.

The Solicitous War Office.

The Way Office is extremely solicitous—for itself. It. has, after strenuous efforts, persuaded a number of manufacturers to incur the considerable expense; of introducing new models to comply with specifications which we published in May ef last year, and to accept the prospect of annual or more-frequent revisions of those specifications. A maximum of 1000 vehicles is the estimate of this country's requirements, and one manufacturer has, with all credit be it admitted, " ear marked "a remarkably-satisfactory slice of that 1000 alreadyWhat is left, we ask, even in prospect., for each of the six new makers who are ready to strive for War-Office favour in the trials of September-October next? Not very much, as it is easy to show.

The War Office, we gather, has no intention to provide the necessary money to allow 1000 subsidized vehicles to be pat upon its list all at once. It may reach a total as high as 400 by the end of 1914, and it may, with sufficient pressure to warrant a degree of haste which is not at the moment contemplated, secure the other 600 during 1915. The addition of 250 vehicles per annum is a more-probable rate of progression. We will assume that the total of three makers, who are now approved in respect of subsidized types, will be increased to a total of nine at the end of October next, and we. will not enter the region of speculation as to what may or may not happen to other manufacturers who are just now wondering whether there is Any inducement whatever for them to support the W.O. It is obvious that, if each of the nine makers effects proportional sales, something

under 100 vehicles apiece will fall to their lot, spread over the years 1914 and 1915, and fewer if the scheme remains unattractive, as it now is, with buyers. Is this a sufficient temptation to anybody to construct models for which a higher price has to be asked than is wanted for crdinary commercial models, and may not participation in the scheme lead to positive loss Policy, and policy alone, it appears to us, can be held to justify further trouble about the War Office on the part of the trade at large. There is no money in this subsidy business for makers generally, and there is none for the purchaser. Even the so-called " purchase" subsidy is payable, in arrears, over a period of three years. This is niggardly, yet typical.

If further proof of our contentions in regard to the uncommercial War-Office types were needed, we find it in the recent decision of one of the largest Army transport contractors to purchase numbers of motorvans and motor wagons, but to have nothing to do with the subsidy models. Is a greater reflection upon the War Office and its ways conceivable ? We wish, once more, to warn buyers that the alleged benefits of participation are chiefly illusory. For some Colonial purposes, as the War Office and its apologists continue to point out, the -models are suitable, but that is of no effect qua Home users. Now, it appears, the chain final-drive may be forced, in quick succession to the worm, upon a chastened and diminished Mechanical Transport Committee.

Alcohol for the Future.

At Olympia, on Monday of last week, on the occasion of the first session of the Imperial Motor Transport Conference, the proceedings of which are summarized on pages 594 and 595 of this issue, Sir Boverton Redwood moved the following resolution :—

"Having regard to the high price of petrol, the limited quantities of petroleum, coal, and oil shale available, and the obvious fact that these sources of volatile liquid hydrocarbons are in course of depletion, it is desirable that attention should be directed to .the construction of motors suited for use with alcohol, and that, concurrently, action should be taken with a view to the ultimate creation of an adequate supply of this fuel obtainable at a sufficiently low price."

This resolution was unanimously adopted, and the final meeting of the Conference decided to proceed, to which end a sub-committee was appointed. We are sorry that such prominence should have been given to a revival of the old project of developing alcohol for use in internal-combustion engines. It

is, with all respect to Sir Boverton Redwood, a line et investigation which promises to furnish advantages only when other sources of fuel supply have been exnausted, arid we have sufficient continence in the world's mineral resources to maintain the view that alcohol for fuel purposes will be only of commercial interest to the next generation, or to the generation alter that. The motor industry at large, and the general body of users of conunereial motors, will be extremely ill-advised if it is led away from other and more-practical lines of investigation, in favour of the problematical case for alcohol. Thu calorific inferiority of alcohol is, we admit, largely balanced by other factors attending its use as a fuel, provided the ,engines are suitably designed to get the best yield from the alcohol, but, when one has recognized that point, nothing more can be said in favour of alcohol for such purposes, in comparison with the light hydrocarbon oils that can be obtained from petroleum, coal, coal-tar, and shales of all kinds. • We cannot regard any fresh campaign in favour of alcohol as falling within the region of practical commercial ends. We should, in fact, regard such an investigation as a relative waste of energy, or of money —if any is to be voted for its prosecution. The consumption of petrol in this country is at the moment in the neighbourhood of 100 million gallons per annum, but twice that quantity of equally suitable motor spirit can be rendered available—if necessary within the next two years—from the above-mentioned sources of production and supply. The "cracking" of creosote is alone likely to provide a net supply of 50 million gallons per annum within that limit of time, and at a low price. Why, therefore, set up another committee of inquiry? Why not refer the matter to the Petrol Substitutes Committee, which committee has been constituted by the R.A.C., the A.A. and MX., and the S.11tI.M.T., to conduct such inquiries ?

It is easy to talk of alcohol at is. per gallon, but it is much more to the point to remember that the Kaiser and the French Government have both striven for many years, under favourable conditions, to establish alcohol as a suitable fuel for use in internal-combustion engines, and have failed.

We again repeat that we have all respect for Sir Boverton Redwood's knowledge of his subject, and for his great abilities as a, chemist. Having confessed that, we wish to ask why this "red herring" of alcohol has again been drawn across the petrol track ? It is a wrong scent, if we may borrow a metaphor. The fuels that are worth seeking and encouraging are those which suit the petrol engine as we know it.


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