The Sphere of the Light Van:
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IN DEALING with mechanical road transport vehicles the importance of the heavy types is apt to be overrated, possibly because the heavy vehicle advertises its presence More than does the ubiquitous light van, which does its work rapidly and efficiently without any undue fuss.
It must be remembered that the number of light vans ranging from a few cwt. to 30 cwt. vastly exceeds the number of vehicles the loading capacities of which are over the higher figure given. It is undoubtedly a fact that goods can be transported at a lower cost per ton in large-capacity-machines providing that they can be rah fully loaded for the greater part of the time ; but, unfortunately, this cannot always be ensured, particularly now that competition is rife, and the transport contractor cannot afford to pick and choose.
To meet all needs, a transport fleet, which may be called upon to carry all classes of loads, should be comprised of both large and small vehicles, so that the loads can be efficiently distributed and the vehicles filled to their proper capacity. In fact, in such cases the light vehicles should be treated as the allies of the heavy ones.
On the other hand, there are many classes of work for which the heavy vehicle is totally unsuited, and where the light van can be used to the utmost advantage. The relative size of a vehicle is not always a criterion of its load-carrying capacity. Many goods which occupy a large amount of space are so light that', if a heavy vehicle is employed, even if a large body be fitted, advantage cannot be taken of its carrying capacity. Therefore, such a vehicle is constantly running at a loss.
There are many ways in which the light van is superior to its big brother, especially for tradesmen's delivery work and the transport of goods which can easily be damaged by vibration and careless packing. Also in a great many cases, it runs on pneumatic tyres and thus helps to reduce the important factor of road wear. Where goods have to be delivered in small quantities at numerous places spread over a large area the light van is in its element, and its speed enables it to cover the ground and possibly to start its round with a second load before the larger vehicle would have finished its first round.
Many large users, particularly those who have to deal with articles such as drapery, light provisions, bread and similar goods, are becoming more and more cavinced that a comparatively big fleet of small vehicles is preferable to a small .fic•Aet of large ones, and this opinion is strengthened by, the fact that the smaller vehicles usually present a better appearance and, in many cases, can be finished
almost as well as a private car. The great importance of this matter of appearance should on no account he underrated ; where the goods carried are provisions or 'luxury articles the customer is un.doubtedly influenced to a remarkable degree by the cleanliness and neatness, or otherwise, of the vehicles in which his purchases are delivered, and also by the class of driver or porter employed. Spick-andspan vans and clean—if possible, uniformed—employees, are essential to business development.
Emergency Brakes on Coaches. ,
RECENT EVENTS have proved the need for the adoption of some form or emergency brake which can be applied to heavy vehicles, and particularly to those which are used for the transport of passengers. We have on several previous
occasions emphasized the necessity for such a device. Its incorporation in the design: of new chassis should certainly not he a matter of great difficulty, although possibly the task of fitting it to existing types Might not prove so simple. • We have in mind some form of brake which, once it was applied could not be taken off without involv ing a complete stoppage and a descent from the vehicle in order to put the auxiliary brake into its normal position. Another way, although not quite so effective a one, would be to position the operating lever or pedal in such a way that the driver couldonly utilize it at the cost of a certain amount of inconvenience ; this is in order to prevent the third brake from being used in normal circumstances. It might be thought that the fitting of three ordinary brakes to a vehicle would be sufficient to meet the case, but the point is that the owner or driver who will neglect two brakes will just as easily neglect a third, and at a critical moment it might be found that all three were useless, whereas if the third brake be designed purely as an emergency brake, so that the driver is not tempted to apply it except as a last resource, then it will experience -little or no wear, although care will have to be taken to make certain that it cannot become locked into the " out of action" position through rust or other causes. Fortunately, accidents caused by the neglect of brakes are comparatively few, as most drivers and owners realize that the safety of both passengers and vehicles depends upon this vital point on a chassis, but even they will most assuredly welcome a further eafegaard. With two brakes, when one fails, the extra load imposed upon the one remaining may prove too severe, and that also may give, whereas if ernplosTed in conjunction with the other brake, it would probably last indefinitely. An auxiliary brake of this description could also be arranged to act in lieu of a sprag in the event of the vehicle commencing to run backwards slown a hill. Such a device is preferable to a positive sprag which is merely jumped if the vehicle has gained any considerable momentum in a reverse direction.
Noise is Not Efficiency.
IN AMERICAN slang the head of a concern is often alluded to as the " big noise," but in this country we do not treat noise as a sign of efficiency. The man who makes the most noise is often the one who has to do it to make himself heard and thus endeavour to display a superficial efficiency. The really efficient worker seldom says much about his job, and the same thing applies to the motor vehicle.
The noisy vehicle may attract attention and appear to be doing a lot of work, but the smooth-running one is that which we most appreciate. Noise is often an indication of undue wear and can generally B2 be considered as a proof cePoor mechanical condition, except in certain instances where unsatisfactory. silencers are employed. There is quite a number of vehicles employed on our roads in a condition which is not far removed from dangerous. Often as a vehicle passes one thinks unconsciously "What an old rattle-trap." This is a highly unsatisfactory state of affairs, fen., apart from being liable to break down at any moment, such vehicles are actually a danger to the community and may be the direct cause of serious accident's.
We do not believe in too much supervision on the part of the authorities, but there are certainly cases where owners of vehicles which are in an unSatisfactory condition should be warned. Many do not realize the fact that it is undoubtedly more expensive to run a,vehiele when it is in need of thorough overhaul than when it is in a comparatively good condition, and that the cost of the extra fuel and the lost oil may easily amount to a sum which, if it had been expended on the vehicle, would have put it into first-class running order.
The Needfor Co-ordinating Local Licensing.
THERE IS considerable discontent amongst coach owners and others running public-service vehicles regarding the radical differences in the local licensing laws applied by different towns. In many the coach owners are compelled to observe bylaws which are ignored by coaches arriving from other centres. This is not only galling, but is often bad for trade.
We do not see any reason why these local laws should not be co-ordinated. There would appear to. be no difficulty in arranging a set of regulations compounded from the best of those already in force, and which could be applied in most cases. Too much power is often vested in local authorities. The number of local laws and the extent of their application should most certainly be .eut down to the minimum, and there-should be no question of. interference -with the rights and general condition for the running of vehicles. The co-ordination of the laws would certainly seem to be a suitable task for the Ministry of Transport. Some of the by-laws are completely, out of date, and in certain cases are so absurd that, if rigorously enforced, they would entail the use of straw in buses.
The Mobile Shop. Where is its Maker ?
THE extent to which the motor vehicle is effecting changes in almost every sphere of business activity, and altering customs so firmly established that their permanence seemed inviolable, is little short of remarkable. In no direction, perhaps, are these changes more striking than in those odd branches of trade usually taken so much for granted that it needs the motor to bring them into prominence.
The latest example is the application of the motor to the coffee-stall—that prosaic shop on wheels which never seemed to move. Not long ago an enterprising ice-cream vendor realized, and demonstrated fully, the advantages of increased mobility in his seasonal occupation. The " busker " up to date uses the motor vehicle to increase the radius of his inflictions on a long-suffering public. The enterprising boot salesman forces his way on wheels into the markets of the little provincial towns. There have been motor sweeps for years.
It is the recognition of the value of extended mobility which brings about such changes. Increased mobility is a Godsend to the man who has anything to sell—be it services or goods. The small man, who perhaps is unable to afford or to secure sufficiently imposing premises to attract the public to his goods., has found that he can take them by motor to the public.