TRANSPORT TIPS FOR TRADESMEN.
Page 11
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Particularly Addressed to Those Who are Replacing Horsed Vehicles by Motors, or Contemplating So Doing.
-I T IS undoubtedly a fact that, through failing to look ahead, a considerable number of traders purchase the wrong types of motor vehicle, with the consequence that they are dissatisfied, and wrongly blame the vehicles instead of themselves.
On Looking Ahead.
A writer in one of the daily papers emphasizes the frequency of this error in respect of the purchase of vehicles large enough in the first instance, but, possibly, not by any means large enough when, on account of their use, the trader's business has been developed. This error, as he rightly points out, frequently leads to another error fatal in itself, namely, consistent overloading. The alternative is, of course, the purchase of larger vehicles and either the operation• of a mixed fleet, which is not ideal from the standpoint of economy, or else the sale of the smaller vehicles, probably at a considerable loss, The writer to whom I have referred, however, omits all reference to what may be called the other side of the queetion. To my mind, the mistake of buying vehicles too big for their work is almost as common as the mistake of buying vehicles too small. The vehicle that is toe big, and, consequently, habitually goes out only partially loaded, represents a steady waste of money. It weighs more and has more power titan is needed, consequently it almost certainly consumes more fuel and other suppliee. Unless overdriven, it probably averages a lower speed because it is more cumbrous. Also, it. is probably geared somewhat lower in anticipation of full load being carried. Constant running under light load has, upon many drivers, the effect of eneeuraging them to speeds which are excessive, having regard to the type of vehicle used. A chassis may be dania,ged just about as quickly by excessive speeds when running somewhat light on rough country roads as it can by overloading. Then, again, its springs are proportioned with a view to full load. They are almost certainly too stiff to be ideal when the load is comparatively small. Finally, under normal conditions the larger vehicle costs more, but even if, owing to the sale of surplus Government stock or other exceptional causes, the price of the heavier vehicle is as low, or lower, the use of that vehicle represents • bad economy. The motor owner must, of course, look ahead, and, if he realizes the probability that a three-tonner will be needed in the near future, it is better to sacrifice a little economy than to purchase a two-tanner now and presently to find that it is not large enough. The mistake of purchasing something too small has occurred fairly frequently of late -years, partly because trade has been booming and the requirements in respect of trade vehicle capacity have, therefore, been in excess of estimates.
Growth of business does not necessarily mean that larger vehicles should be used. Particularly is this true in connection with delivery work. Deliveries themselves occupy an appreciable proportion of the day. If the number to be undertaken by any one vehicle is much increased, the proportion of standing time is increased also. Presently we reach a point at which the load that can be carried by the vehicle represents so many parcels, that the time taken in delivering those parcels would occupy the whole day and there would be no time left for running from point to point. In such a case, there is no possible advantage in employing very large vehicles, how ever big the volume of business becomes. The vehicle which was the right size in the first instance remains the right size, and the only thing to do is to employ more of the type.
Thus, any general advice which may tend to encourage people to buy something larger than they want at the time is very liable to be misleading, particularly when it is given to traders who want their motors for delivery work, as distinct from concerns which use them for regular haulage from point to point, without any appreciable number of intermediate steps.
An Instructive Incident.
A few months ago, the early experiences of those engaged in experimenting with aerial transport services provided an admirable example from which the motor user could learn an important lesson. Undoubtedly, the people who were running the service that I have in mind were, from an ordinary engineering standpoint, highly efficient The promoters of the service had the piok of the many skilled engineers connected with our aircraft service during the war. These knew all that was to be known of the tuning up and overhauling of a,ero engines and aeroplanes. Nevertheless the service was run at a loss. At that juncture the, importance of getting in a man skilled in traffic organization was recognized. Almost immediately upon his arrival the loss previously sustained was changed into a, small profit. This was not because he could teach the engineers their own work, but because he recognized from experience that, if a transport service is to be made to pay, its organization must be such that the. vehicles used, whatever they may be, are kept regularly engaged on useful work for at least reasonably long hours. The trader owning motor vans can profit. by this lesson. He must realise that, even if he or someone in his employ has an exceptional aptitude for mechanical matters, it is even more important that attention should be devoted to organization such as will keep the vehicles available for use when they are wanted and will Mao keep them reasonably fully employed. Another lesson taught by the same instance is that the vehicles themselves should be obtained from manufacturers who have studied the requirements of commercial users as such. A vehicle built especially for commercial service by a manufacturer experienced in that branch will be so designed that overhauls need not take an unduly long time and that repairs, when necessary, can be promptly effected. The manufacturer, if he knows his business, will recognize that, when a commercial vehicle breaks down, its owner generally suffers, not merely inconvenience, but positive loss until it is on the road again. He will, therefore., do his beet to see that his organization is such that replacements will be provided very promptly and that the work of replacing will take as short a time as possible. These points are not of quite the same importance in respect of private motorcars, and this is one of the reasons why the commercial vehicle, built as such, is likely to give better satisfaction in commercial service than a touring car chassis fitted with a van body, even though the latter be so adapted that its power, strength, gear ratios and so on are reasonably suitable.