When Empty Running is Economic
Page 57
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MPTY running was one of the results " of integrating vehicles with terminal operations. In most cases, the advantages gained outweighed the savings which return loading could bring, if it could be organized at all, Mr. J. C. A. Whitworth, north-western divisional manager of S.P.D., Ltd., told the Merseyside District of the Institute of Transport at Liverpool last week.
This kind of operation might become a problem which the railways would increasingly have to face as the numbers of specialized types of vehicle grew. The pace of competition necessitated quick changes in the operation of distribution, and this was more readily possible under unified control, he continued.
Arrangements by his company were based on a nationwide system of depots, and a nominated-day delivery service of agreed frequency to every, point. The areas served from the depots varied greatly according to population densities, but 30 miles was an average radius.
Depot fleets consisted of 5-51-ton boxvans for general traffic, 24-ton refrigerated vans and a number of special-type vehicles. It was almost impossible to achieve an even flow of tonnage, he added.
"Resort must therefore be made to the professional haulier, and this situation is one where it may be suggested that the old phrase about 'skimming the cream' is relevant. The traffic for which the professional haulier is engaged • is that which gives the best payload and makes the least demand on the driver. Work requiring more specialized skills is retained for the C-licensed vehicles."
A recent analysis showed that nearly 60 per cent. of accidents happened while reversing. The fitting of Reversascopes on S.P.D. vehicles, to give a rearward view beneath the floor, had been useful.