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To the Brewing Trade—and Others.

13th April 1905, Page 1
13th April 1905
Page 1
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Page 1, 13th April 1905 — To the Brewing Trade—and Others.
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This number of " THE COMMERCIAL MOTOR " contains twelve pages of matter specialty devoted to reports and illustrations which have been exclusively supplied to us during the last few days by members of the brewing trade in all parts of the country. It will be noted that favourable testimony is borne by users whose work is of the most varied character. The spectacle of the loading-out berth of a large London brewery monopolised by motor trolleys, which we include, is probably the most telling evidence that could be adduced, but we have not limited our enquiries to a few gigantic concerns. It would not bring conviction to the isolated user were the successful application of mechanical power to be shown only where a large measure of engineering supervision was provided for a " fleet" of vehicles. No such necessity exists. The bulk of our communications from satisfied users have reference to a few and even to single machines employed regularly where practically the driver alone has been available to effect any overhaul or repairs. The economies realised have been very considerable, and there is a consensus of opinion that the ordinary steam wagon replaces six horses ! Our investigations show that a six-mile lead is the general minimum below which, except in hilly districts, horses assert their superior economy, whilst delays unquestionably tell against the self-propelled vehicle which costs more per hour than the team which enjoys the period of idleness outside a house with small cellars, awkward piping and " riders " to be lifted. The question of delay through frost and snow has been touched upon by several correspondents, and this leads us to emphasise the fact that at least three efficient makes of " veinier " wheels are now available. These usually consist of wooden blocks forming the tread, the wood being placed with the grain endon and held between radial plates. The support provided by the side plates, 'which should be self-adjusting for wear, protects the wood and enables it to last well, and a precaution of this kind must avoid the loss of valuable time whenever we have much snow. It is only because the last few winters have been exceptionally open that the impossibility of running on iron tyres under such conditions has not been more seriously accentuated by an increased number of " off " days. Again, users insist upon the importance of a good driver. How often a sound machine has been damned by fcareless handling the makers know only too well, yet one fre

quently. finds a user sending out a 4600 wagon in charge of a man wnorn they would instantly dismiss were he to dare to offer to take out one of their too-guinea horses ! That a bad driver is easily able to double the amount of the repair bill is a fact that does not lose its weight by repetition. The divergence between some of the fuel consumptions is probably a measure of the gradients, but it may serve to introduce mention of the necessity for uniform cylinder lubrication, steam-tight valves and piston rings, and regularity in cleaning out the boiler. It is not so much the importance of the bare cost of the excessive coke or coal that is used in consequence of neglect as the indication thereby conveyed that much loss of time has occurred on the road and that extra wear has been needlessly incurred. Variation in fuel consumption other than that due to heavy roads is an index finger that should not be ignored. We have collected typical replies which together constitute a mass of evidence that is irresistible. Not only has economy resulted, but the motors have in some cases enabled their owners to undertake journeys which would have been possible by no other means of haulage. Yet those we have received are only one-third of what users could have furnished had time not been a factor in the preparation of this number. It was in consequence of numerous expressions of regret that our Indian and Colonial supplement was not circulated with the home issue that we have included the Brewers section in the whole of this number.

It is our intention to make these special sections part of our ordinary issues, because it is clear that the requirements and experiences of any trade must be of interest to those engaged in others where the conditions of transport have a bearing one upon the other. This will apply to our "Laundry Trades " number which is announced for May zith.

We believe that the figures which are given, and the general tone of satisfaction after long use which pervades the views of users, not a few of whom have known the troubles of imperfect productions compared with those now offering, will bring conviction to the brewing trade and to many other industries where motor conveyance should be adopted.

The Van Trials.

The Automobile Club Committee has decided to hold trials for all types of vans and lorries capable of taking loads between a few cwt. and two tons, a decision which is somewhat belated yet none the less welcome. As we had occasion to point out in our last issue, the holding of these trials has been repeatedly delayed largely on account of the Club's pre-occupation in car and racing affairs. Any continuance of this easy process of shelving a competition for commercial motors must have led to catastrophe, for the Continental clubs are now very much alive to the importance of fostering this branch of the motor industry. Heavier weights will not be admitted to these trials, which are to begin on September 20th and to last one month. The present intention is the same as that agreed upon at the Club on December 41h, 1902, when a joint meeting of users, prospective users, and makers met in conference on the subject of such a trial. On that occasion, it devolved upon us to move the resolution which was adopted unanimously!' That it is desirable to hold a trial of motor delivery vans. Thy there should be Jour classes, viz.: (I) Vehicles designed to carry scwt. or under; (2) vehicles designed to carry local. or under; (3) vehicles designed to carry one ton or under; (4) vehicles designed to carry two lons.or under." It is a matter for congratulation, even after an interval of more than two years, to see the cause of the commercial motor being advanced in a manner which will, it is hoped, secure to the Automobile Club the undivided support of all interests concerned. The value of such a competition is two-fold. Enormous publicity is gained for the whole movement; certificated. records of performance under strict and impartial observation are obtained in respect of each vehicle entered. It is true that a test of this duration fails to discloe everything that is to be learnt in respect of maintenance charges, but it serves the very useful purpose of marking OUE any machine that is faulty or inferior in design, material, or workmanship. Intending purchasers can, at least, ascertain sufficient to confirm or weaken them in their opinions regarding the capacity for work of one or several motors for the class of work they have to do, and they can see the whole of the competitors undergoing the same tests under equal conditions of road and other circumstances. This equality of trial is probably the best feature in a competition of the nature we are reviewing, for no experiments carried out in isolation can have the merit of being truly comparable. Unequal factors are eliminated, and the vehicles are tried in a way that could be equalled by an individual user only if he were prepared to go to great expense and to get togetner a special organisation to take the necessary observations.

It is gratifying to notice that the sub-committee which has charge of the regulations intends to take careful note of the suggestions made by the Motor Van and Wagon Users' Association, particularly of the recommendation that frequent stoppages should be made to agree with traffic and delivery conditions. A " non-stop " run is of rare application in commercial service, though rightly taken as one of the principal bases for a pleasure car trial, whilst an engine which re-started with difficulty if stopped during halts, or which over-healed if allowed to run light on these occasions, might not be discovered during the course of the trials unless numerous opportunities were imposed by the terms of the competition. The conditions are now under revision by the sub-committee, which will doubtless be able to deal with the various practical hints they have received in time for the Club to issue the complete rules and regulations immediately afzer the Easter recess.

Room for the Middleman.

who is to be the middleman in the Commercial Motor trade? We know that entrepreneur in the light car trade covers individuals in all ranks of society, from the retired Army officer to the cycle dealer, and motorcar manufacturers have to face many difficulties in sorting out men of real value from mere hangers on. The Commercial Motor business has not been, and will not be, free from the attentions of those who are ever ready with or without qualifications to pounce upon any development which they fancy will yield a commission on some pretext. Hitherto the average commission payable on the sales of Commercial Motors has been only 5 per cent., which is in accordance with the closer business conditions that obtain in this branch of the industry, and we see no reason for an increase, except upon

machines priced at .;300 or less. It is the introductory commission of 2i per cent. that has caused most heart-burnings, and cases are not unknown where a claim has been made for a payment under this head in respect of an order given three years after the single letter written by the claimant. No account appears to be taken, in such instances, of the amount of correspondence and following up which has been necessary to bring off the order, and it is unfair to the manufacturer that a claim for an introductory commission should be made if the business is not closed within a few months of the coming together of the parties. Orders, fortunately for the trade, now come more freely than in the early days, and we believe there will be no room in the Commercial Motor business for the dilettante seeker after commissions. Managers and owners of garages will have the greatest opportunities of securing orders, and the fact that the business is to be worked on a commission which is considerably less than what obtains in the pleasure car trade will be balanced by the greater steadiness of sales over the year and the continued local use in one district of the machines sold. A garage owner is able to offer a manufacturer a quid pro quo for any commission he draws in reference to a sate, and fair treatment must be given to such intermediaries if permanent relations of a satisfactory character are to ensue. Provincial buyers of vans in particular will be dependent upon the interest of the local repairer, from whom their drivers can obtain hints and words of advice from time to time, and makers who fail to respect bontl-fide district agencies for Commercial Motors must accept the risk of being cut out by others who appreciate the value of a community of interest between user, agent, and maker. We are awarb that the question of trade commissions is a sore one, but it has to be placed on an equitable basis before its recurrence will cease. This has been accomplished in more than one instance by an intelligent selection of good local representatives, by the unvarying reference back to such agents of all local enquiries received direct, and by the simple refusal of so-called introductory commissions where no services are rendered or no result accrues within a pre-determined period. There is room for the middleman who can bring services to secure orders, and so save actual expense to the maker. There is even more room for men who can store and maintain the machines after delivery. Five per cent commission may appear small when the light car trade has been accustomed to much larger payments, but manufacturers of Commercial Motors are unable to provide for a larger percentage, as they are able to do their own selling within that apportionment, though where the agent accepts financial responsibility an amplification of the terms is given. it is the subsequent local interest of .1 good man that turns the scale in favour of a good local agent—when found. There must be hundreds of competent firms, mechanical engineers, and garage owners who should go into this business without delay. They will find no difficulty over arrangements with the makers if they possess the facilities needed to augment business, and they will derive a regular income from supplies and maintenance thereafter.


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