The Commercial Motor in the Ascendant.
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By Sir J. H. A. Macdonald, K.C.B., P.C., Lord Justice-Clerk of Scotland, President of the Scottish A.C., Member of the Road Board.
Exclusive to "The Commercial Motor." (Concluded from page 384 in our last issue.)1 Resolutions to Abandon Horse Transport.
Another strike—the horse-drivers' strike—taught the same lesson, and with even more emphasis than in the cases considered earlier. For a carters' or vanmen's strike has disadvantages to the business man even greater than those following a railway strike or a coal strike. The contrast between the position of the business conducted by horse haulage and that conducted by power vehicle is most marked. The owner of horses, whose drivers refuse to take them out, suffers not only the loss of business from his being unable to bring in or forward goods, but he also has to incur expense for feeding and attending to his stud. of horses, while he is debarred from having any service from them. He must get them groomed and exercised, and be content to see them eating their heads off while he is compulsorily hindered from making any profitable use of them. This lesson has also gone home, and those who know say that these considerations are leading to many a resolve to abandon horse transit and adopt power driving.
The ink was scarcely dry with which the above was written, when the truth of it was brought into view by the occurrence of actual facts. Once more London was plunged into a condition of commercial helplessness, as regards delivery of goods, and we had the spectacle of people being unable to have their goods conveyed in the ordinary way, unless they went hat in hand to the strikers' officials and got a permit to carry on their own business, or obtained police aid. Of course, that means that, unless they get a permit, " peaceful " means will be used to prevent them from having their business performed ; that is to say, those who are willing to do work shall be prevented by " peaceful " picketing. The strike would be of no use to its promoters unless they could practically enforce its effect by denying to the worker liberty to work. No peaceable street traffic is permitted to the citizen, except by the gracious permission of the Tillets and the Goslings. Even the State cannot carry out its traffic for the community, unless these gentlemen condescend.
The humiliating sight has been witnessed of His Majesty's mails being only suffered to traverse the streets under written permits from this self-constituted public authority, which sets itself up above the law of the land.
This state of things has at once been met in degree, by motor vehicles being employed to convey goods, and successfully. The renewed attempt to coerce the community by general threats against all masters requiring commercial transit of goods, whether there is any ground for complaint against the individual master or not, will tend to the acceleration of corninercial-motor transport, in a degree that will surprise the horse-drivers, who may soon find their own market for employment seriously threatened. The strike of some months ago started a great advance in motor transit. The latest interruption to business, and the assertion of trade-union tyranny against the whole community, will maintain the boom of nearly a year ago. The commercial motor promises to be a powerful factor in enabling the community to carry on its business, when combined efforts are made to wreck it, for purposes of coercion against the public by a class.
The Way Through the Pickets.
Still further, as regards such strikes, there is another advantage which the owner of the power vehicle professes. When "peaceful" picketing is re
sorted to in the case of a drivers' strike, any attempt to coerce the citizen from doing his business on the street or road can be made effective with comparative ease when vehicles are drawn by horses. If a few resolute " peaceful " strikers wish to persuade a driver not to drive, they can easily do so in the case of horses ; if they " peacefully " hold on to the horses' heads, the vehicle cannot go any further, unless the driver can get his horses to plunge violently forward, in doing which, of course, he is a scoundrel, knocking down "peaceful" citizens. It is different with a power-driven vehicle. It is not amenable to being held or pushed back, and, to prevent it from running, something very different from so-called " peaceful ' picketing is necessary. The attempt to stop it can only succeed by a palpable and riotous breach of the peace, or by actual violence, which, of course, cannot be even plausibly excused as "peaceful." It is thus manifest that these coercion attacks by combinations must tend to the advancement of the use of motor vehicles for commercial purposes.
Capacity for Work at Pressure.
Another fact, now ascertained beyond dispute, is tending to advance the success of goods transport by power vehicles. Those who have adopted them find that much gain is made in the speed with which goods can be moved, and that, as a consequence, two very great advantages are to be obtained : first, one vehicle will in many cases do the work of two horsed vehicles ; and, second, journeys out and in from the business premises can be accomplished which formerly were unattainable. It is obvious that if the time occupied on a particular route is reduced to one-third or one-fourth of the time required with horse haulage, several journeys can be made where only one was possible, and in computing the saving there must be added that, as the motor vehicle does not require feeding rests, additional gain of time insured by reason of the fact that the power vehicle is always ready to do work without delay, by day or night. Extra work on occasion does not necessitate loss of time in rest as
in the case of horses. Also, it is certain that, if several journeys can be made in one day over a route on which horse haulage only admitted of one journey, it is equally possible to accomplish a journey three or four times as long as was formerly feasible.
Thus, the merchant can conduct his own deliveries by road, going farther from his warehouse by three or four times the distance that was possible when he had only horse service. That it is so can be seen by anyone on any main road out of London. Places 40, 50, or even 60 miles out by road are visited daily by delivery vans, which do their round of 80 or even over 120 miles without difficulty, and the advantage is also gained by the satisfaction of the customers, to whom the delivery in this way comes more expeditiously and more cheaply than if a railway journey came in in the middle of the transit. Orders are carried out more expeditiously : the vanman takes the order to-day, and brings what is ordered, direct to the customer's door, on the morrow.
Cost per mile Cut in Two.
Now, what is to be said about the question of expense ? The testimony is universal that the advantages obtained are not purchased at any increased cost for carriage. The writer obtained, two years ago, reports from a large number of traders, and in no case was the testimony unfavourable. No one complained of increased expense, and the almost invariable report was that there was a substantial saving.
The following may be taken as specimens of the evidence relating to the matters discussed above. Of course, no names are published, but the assurance is given that they are all cases of substantial traders in different parts of the Kingdom. "Very satisfied . . . . glad we made the change . . . . surpassing our expectations." One hundred and fifty miles a day over very bad roads . . . . efficient for all purposes of our trade . . . . a great help to business." "All round superior to old mode of transit . . . . indispensable in our business . . , working greatly eased."
"Customers appreciate this mode of delivery . . . . goods in better condition . . . less friction with customers . . . deliveries in creased over 100 per cent,"
"Economical in every respect." "Saving of 53 per
cent 34d. per ton-mile as against 70. per
"Horse haulage Bd. per sack for 10 miles . . . power haulage 4d. per sack for 18 miles,"
"Two-thirds of the increase of the company's business arises in respect of deliveries which are effected by motorva.ns."
His Majesty's Mails.
There is a test of the efficiency of the commercialmotor vehicle which would appear to be more conclusive than any other. The Post Office, being the revenue-yielding department among the Government services, is jealously controlled by the Treasury. All the Postmaster-General's contracts, and all his schemes of development for which cost will be incurred, are carefully scrutinized by the Treasury officials before they are sanctioned, and it is safe to say that no Post-Office move which does not give clear promise of economy or of increased profit has any chance of coming successfully out of the Treasury pigeon-hole.
It is therefore, a strong testimony to the efficiency and economy of motor transit, that mails are now being carried long distances in all parts of the country by motor vehicles, from one great town to another, and even in wild parts of the country, such as the Scottish Highlands.
The Postmaster-General has been able to justify his initiation and increased development of motor-mail service by appealing to accomplished fact. In his statement in Parliament last year, he was able to assure the House of Commons that the motor carriage was an improvement on the old mail service, and that, as a proof of its economical value, he was able to say that on 13 routes on which motor vehicles had been placed, an annual saving of 260,000 sterling had been effected.
How Make a Start?
There being no longer any doubt as regards the general success of the commercial-motor vehicle, the question which formerly was—" Can I safely adopt mechanical transport?" has now merged in the question—" How shall I best equip my business with motor vehicles?"
It is very plain that, unless the matter is carefully considered, the pros and cons., as regards the choice of vehicles, being gone into in a practical manner, economical, efficient and advantageous service cannot be looked for.
The general question divides itself up into several particular inquiries. First, what is the nature of the routes to be traversed in the service? Is it all a town service, or all a country service or does it partake of both characters? Second, what is the character of the routes to be traversed? Are they comparatively level, or are steep hills numerous? Third, what are the distances which must be traversed within a day's
round? Fourth, what is the character of the load to be carried is it light but bulky, or is it heavy in
comparison with bulk are the packages to be carried of large size, such as heavy furniture, pianotortes or the like, or are they small, such as housekeeping supplies, mercer's goods, or small wares? Sixth, are the goods of such character that they must be protected from dust and rain, or can they be carried in open carts or lorries? Seventh, are they of a fragile nature, calling for exceptional springing, if to be moved at speed? Eighth, what quantity of goods will usually be loaded up for each journey ? Ninth, what is the most convenient construction to admit of easy loading and unloading of the class of goods to be dealt with? Tenth, what arrangements should be made in the case of heavy goods to enable the power of the engine to be utilized in loading and unloading?
These are some of the principal questions for consideration in framing specifications for commercial vehicles. Doubtless there are others, but those given may be sufficient to indicate how numerous are the points to be kept in view, apart from the provision of the driving power. It is quite plain that three points of (1) load to be carried, (2) country to be gone over and (3) distance to be covered must all be carefully considered.
Just as horses for a miller's wagon or a business dray must be different from horses for light-delivery vans or butchers' carts, so motor wagons for carrying tons of goods must be different from light vans for parcels or for goods not exceeding half or threequarters of a ton.
Again, if the country to be traversed is a hilly one, there must be some difference in the vehicle from one intended for use in a region that is flat or slightly undulating. Further, whatever be the load or the country to be traversed, the daily distance to be run must be considered, in relation to all the other requirements, and these main requirements being settled, the other points in the list above must have attention. The essence of the whole matter is the securing of the most efficient traction in view of the place and character of the trader's business.
Use the Larger Driving Wheels.
In addition to the general style of the vehicle to be employed, other points are important. There is not space to call attention to these in this article, but one question may be noticed, as it seems to be of very great importance indeed. Is it wise to use driving wheels of such small diameter as are to be seen on many commercial-motor vehicles? The fashion came in early in the case of the pleasure vehicle of using wheels of small diameter. It is, of course, safer in the case of vehicles driven at high speed, and particularly if driven at speed round corners, to have the centre of gravity as low down as may be convenient, but, in the case of vehicles not intended to be run at high speeds, it is a question calling for the designer's careful consideration whether a greater diameter would not be more advantageous. It ought not to be difficult, even with higher axles, to keep down the centre of gravity, by lowering that part of the goods-carrying body which is in the rear of the axles, as is often done in the case of horsedriven vans. There seems to be too pronounced a tendency to follow the style of the pleasure vehicle in using wheels of very small diameter. Tt is very doubtful whether this course has been a wise one. There are other important questions as to wheels: wire versus wood or steel ; breadth of tread ; material for tires and its disposition, etc., etc. These cannot be entered upon new.
The Advertisement Value.
There is one department in the usefulness of a commercial vehicle which will be greatly aided by the adoption of mechanical traction, viz., the very important department of advertising. For this, the power vehicle gives great advantages, A vehicle which can range over 100 or more miles of country in a day is evidently a more-efficient advertising agency than one that can only cover 20 or 25 miles. It lends itself, also, more easily to the graphic style of advertisement, by mode of which there are already many illustrations—fountain pens, aerated-water bottles, etc., etc., and the suggestion may be made that now, when the parcelcar-box is much larger than the old bicycle-box, the top of the box may with advantage be used for advertisement. A protective dashboard is also an excellent ground for advertisement.
A Personal View.
Before closing, the writer would ask the reader's leave to air a fad relating to the equipment of motor vehicles that are intended to deal with heavy weights.
Is it not worth considering whether, in the construction of lorries or wagons which are to be used for heavy sacks, large barrels, or bulky cases, it would not more often than is now the case be a useful adjunct to have a winch drum provided, which could be put in gear with the engine, so that the engine itself could be used to hoist, and lower, whether from or to the ground, or from and to the lofts of warehouses? There would be many circumstances in which the hauling power of the engine could be made use of with advantage, to the saving of labour, and the economizing of time. The writer is encouraged to put this idea forward, as, on his suggestion, a commercial vehicle which was being sent to a colony was so equipped and with good result. Further, such an arrangement might often enable those in charge of a motor vehicle to take themselves out of a difficulty with a wagon that had got into a ditch or into soft, ground, so that the driving wheels were jammed or could not gain a, hold. They could, with block and tackle attached to some rigid object, tree, gatepost. eta. or a, stob or crowbar into the ground, warp the vehicle out of its position of difficulty. It is one of the drawbacks of a vehicle driven by its wheels, that w hen two wheels are effectively bound, or when they arc in soft ground and slip, the position is one of helplessness. A winch drum, such as is proposed, would tend to enable the engine to free its carriage by its own power. [The author's idea is one which has been already extensively adopted, both for ordinary delivery purposes and for breakdown or emergency. services. There remain, we agree, many other possible and likely applications for winches, capstans, winding-drums, powerpulleys, lifting-tackle, etc., to be actuated from the power unit and transmission of standard commercial motors. Economy of time is one consideration only. Such equipment, which may be embodied at little extra cost, renders vehicles of greatly-added value to owners for work which ordinarily demands the attendance of labour in out-of-the-way places.—En.] The C.M.U.A. Parades.
In view of the facts which it has been possible to state in these lines, the recent parade of commercial motors has a higher significance than those which have preceded it. It is no longer a parade to advertise a struggling industry, touting for public favour. It is a demonstration of a great and ever-increasing success. Little foresight is needed to see that the tide will rise with ever increasing volume.
For the reasons given earlier, progress was slow while the passenger-motor carriage was carrying all before it, but the commercial vehicle is already showing that, now fairly started in the race for supremacy, it must win. Every month sees a marked rise in percentage, and it cannot be long before equality of numbers with the horse-drawn vehicle is reached— probably within two years. Then will follow the gradual but certain increase of majorities, until the same stage is reached which has been attained by the passenger vehicle, that is to say, a reduction of horse vehicles to a paltry percentage. Those who have struggled manfully will have their reward, and the triumph of the road motor will be complete. This is not a sanguine hope. It is a certainty.