The Commercial Motor.
Page 15
Page 16
If you've noticed an error in this article please click here to report it so we can fix it.
Conducted by EDMUND DANGERFIELI).
Editor ; E. SH RAPN ELL SMITH. Manager: ERNEST PER MAN .
nu. 7-15. Roseliery Avenue, London, E.C. '''"1". 139a, New Street, Birmingham.
Telephone,: 1646 & 992 Holborn ; 1839 Birmingham.
Telegram,: Pressimue. London .• ; Presswork. Birmingham."
EDITORIAL communications must be addressed to" The Editor," and
should reach the Loudon Office not later than 1st post on Monday, if intended for the following Thursday's issue, The Editor does not hold himself responeible for the safe keeping or return of anything submitted for his consideration ; but if stamps are enclosed, MSS., drawings or photographs which are not considered suitable will be returned.
All articles, drawings, photographs, and other contributions paid for and published in this journal are the copyright of the proprietors of the " Commercial Motor," from whom alone authority to republish can be obtained, All letters regarding advertisements, subscriptions, and other business matters must be addressed to "The Manager."
The circulation of the "Commercial Motor" is certified monthly by a firm of Chartered Accountants.
For further information regarding Subscriptions. Advertisements, Deposit System, etc., see " Notices," Column 1 of Sundry Advertisements.
not economically do the work of the one-horse van provided it can be found just an occasional spin into the suburbs or the country. This little vehicle, of which the Wolseley Tool and Motor Car Co., Ltd., make a number, should cost no more than the one-horse van on the same mileage, and it possesses an enormous elasticity of action—say three or four times the distance in a day where required—at a relatively insignificant increase of working expense for the extra journeys. As an example of how rapidly a motor van can get through deliveries we may refer to an experiment recently carried out by Messrs. Yapp and Co., Ltd., of Manchester, when a two-cylinder " Ryknield" van, with loads averaging i2cwt., was tested on several typical horse rounds comprising a total of 8o deliveries. The stoppages at these calls came to 61r. 17min., the trips together made up a distance of
ninety-one miles, the gross time occupied was 13hr. 6min., and the actual saving of time compared with horses was a little over ten hours. This proves that a heavier load can be taken than by one horse and that nearly half the time can be saved even in town deliveries, though it is on longer trips that the motor can gain most on the horse.
Thus, Mn, W. P. RoDERTsox, of the Stonefield Laundry, Paisley, writes under date the 5th instant :—" We find our Arrol-Johnston lorry most useful for long distance runs, where it saves most over horseflesh; but for short distances and frequent stoppages it is not so suitable. We believe it to be worth its place as an advertising medium, as it is a very attractive. looking machine."
This remark of Mr. Robertson's as to the advertisement value of a motor van is supported by the views of many wellknown laundrymen, including Mr. Alexander Kennedy, of Castlebank Laundry, Anniesland, Glasgow, whose ArrolJohnston van does Too miles a day at times and brings much extra custom by the notice it attracts.
MR. FREDERICK CARS, the proprietor and manager of the Wolverhampton Steam Laundries, writes (May 8th) :—" We have a t-ton Milnes-Daimler van which has been running 18 months. It has covered over 8,octo miles, and the repairs have been triVing, but we are afraid the rubber tyres will come out costly. The van has caused us practically no delay since the first week or two, after which our driver got accustomed to it."
Economy.
This vital aspect has been kept for the end of our article. If at any other point, there must be an anti-climax. Laundrymen ask that one motor shall replace two vans; that the cubic capacity shall be large—equal to two ordinary horse vans sometimes. They fear the necessity of heavy wages for the driver; they look askance at the initial outlay ; they ask whether the machinery is no longer complicated and liable to break down ; they want authority for the standing charges and working costs. It is granted that the first cost is high per vehicle, but even the smallest motor van can replace two horses if given the chance. We do not need to tell laundrymen anything about their present horse costs; it is our province to state our knowledge and experience of motor costs for the guidance of those who are anxious for reliable information. In leaving the case for motor vans to the judgment of prospective users, we must point out that it rests with them to take a business decision. We state the costs : they must be satisfied of their ability to give motor
vans the necessary amount of work to cover them. A bh.p. petrol van costs .,;185, can carry a maximum load of scart., and can cover 30 miles a day for os. 4d., whilst for another 35. fid. double the distance can be done. Larger vans, usually having two-cylinder engines of to-12h.p., and carrying an average load of 12cw1., cost about ,{:,300 tunless the body is particularly elaborate), and can cover so miles a day for 15s. fid., whilst for anwher 8s. id. the distance can be doubled. In these costs, which include interest, depreciation, maintenance, stores, driver, and insurance, is found the key to the problem of economical motor conveyance-enough work must be provided. Where a motor van cannot be given work largely in excess of what one horse can do there will be no economy, though there will be indirect benefit from the advertisement. We see great. openings for individual express deliveries and collections at short intervals, especially in towns, as such a system of out-and-home trips would enable the motor to run up a hig mileage at low cost, while greatly serving the convenience of customers. We have ample grounds for the statement that where a motor can be given straight runs of six or more miles before calls begin, and can be given such rounds twice or three times a day, very large savings will be effected. A van of the -i:3oo class can then replace three or four horses, and from two to tour horse drivers, for a total inclusive weekly charge of from „{:.:4 Ss. to ,j,.4 18s., according to loads and gradients, whilst the smallest van can equal two horses. Ii thus rests with each laundryman to ascertain whether he can select .certain rounds where motor vans will relieve horses and secure journeys suited to their special powers, but any change must be weighed more closely where only one or two horses are employed. Into the costs of i to 2-ton vans we will not enter beyond the reference in the summary below. The position to-day is that a motor van will displace two horses if given the work, but the low cost of operating the mechanical vehicle is made roost evident where the proportion of the standing. charges (interest and depreciation) is low. Withour a sufficient mileage, the costs may compare unfavourably with those for a one-horse van. At the same time the atanding charges per day are only 25. 4d. and 35. 3d. respectively for the two classes of motor vans we have named, figures which compare favourably with the cost of keeping the horses that can be replaced. Drivers' wages var■,, from 225. Eld. to 355. a week, whilst the mechanism is now simple and more readily controlled. The initial outlay is as stated, and motors are not for a laundry which is short of capital, although that condition of affairs will not be relieved from a continuance per se of horse haulage. Money is cheap, and interest on first cost amounts to little, compared with the savings to be effected, apart from the ability of a laundry manager to use his motor to collect business he would otherwise lose. Prices have fallen, in common with working costs, to settled and fair levels, when one considers the large amount of work a motor will perform, whilst makers have the courage of their convictions to give any reasonable trial to bond fide enquirers, with a view to business.
No matter that there are some old vans in use which give irregular results. We have to emphasise the fact that everything has changed for the better in the commercial motor industry during the last year or eighteen months, and the foregoing brief table gives the bare data upon which calculations may be based concerning motor costs, including drivers. Delivery vans no longer are disguised pleasure car underframes in every way unfit for their professed tasks. We have also to assure those who see "THE COMMERCIAL MOTOR " for the first time that they may confidently throw aside any feeling of hesitation, as the term of probation has been served. Hundreds of thousands of pounds sterling have been expended on trials and experiments, and makers are now in a sound position to supply solid, workmanlike, and reliable machines, combining strength with the facile control which is due to simple construction. Our readers will find much to bear this out in our advertising columns.
In conclusion, we regret having to hold back, at the request of the senders, the names of 14 laundries which have motor delivery vans on order. We are amused at this secrecy, which suggests the intention to spring a surprise on competitors. As for ourselves, we are at the entire and free disposal of the laundry and allied trades to answer all and sundry questions on specific points or general features. Replies will be given either through the post or in our columns, which are open to all for the discussion of any matters
concerning commercial motors.
The Motor Manual.
This work, which is now in its seventh edition, is the most complete and compact of its kind. The latest edition has been practically revised, and may be said to cover the whole subject of motoring. Whilst being thoroughly explicit, it has been the aim of the compilers of "The Motor Manual" to deal with the subject in as non-technical a manner as possible, and this explains to a great extent the popularity of the book. Business men who are watching the development of the commercial motor vehicle will find "The Motor Manual" • of great service as a book of reference, for there is nothing connected with the broad subject of motoring which it does not deal with. It is very fully and clearly illustrated throughout, and is on sale at all booksellers' at s. net. Procurable from the office, post free, Is. 2d. Temple Press, Ltd., Rose. bery Avenue, E.C.