PROBLEMS OF THE HAULIER AND CARRIER.
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Load Capacity and Economical Operation. Is it Better to Employ a Smaller Vehicle and Do More Journeys Where the Commodity to be Moved is Milk ?
WHILST this article refers to the choice of types of machine for collecting and delivering • milk, there are many points about it which affect a large number of users engaged in other trades, who may be considering the question of vehicle capacity in relation to their own work, and, that even more vital matter, the annual operating costs. This particular problem is not one of a large chassis versus two small ones, but a matter of employing a small parcelcar fully loaded most of the time and making a second trip for extra quantities when necessary, or using a somewhat heavier type which will run part of the time slightly below capacity, but be able to take the maximum load met with in one journey when the occasion arises.
Before discussing ways and means, it is necessary to sum up certain aspects of the case. According to the correspondent in question, the weekly mileage varies in summer and winter on account of the whereabouts and feeding arrangements of the cows. The milk round itself consists of a 10-mile trip every day, making 70 miles a week, as, of course, this is a seven-day-week jpb. There are about 20 stops on eaeh of these runs, in some instances several customers being served at one point; and the load carried is appreximately 5 cwt. when full.
In addition to the actual carrying of the milk from house to house, there are other transport duties to consider. In the summer time, which the inquirer defines as May to September inclusive, a further 10 miles a day are covered going to and from the fields where the cows are grazing, presumably to pick up the 5 cwt. of milk prior to delivery. This gives an extra 70 miles per week, or a total of 140 miles. During the seven winter months, described as October to April inclusive, there are five trips a week to be done, each of 10 miles, carrying a 10-cwt, load of food for the cattle. If this weight is borne on one journey, the weekly mileage will be 50, plus the milk round, which gives a total of 120 mileslor the week.
Which Will be the Cheaper Mode of Transport ?
So far, everything is straightforward, and we now come to the pith of the whole problem. Ten hundredweight is the heaviest load to be handled, but this only arises during seven months in the year and on five days a week. Will it be cheaper to run a 10-cwt. chassis all the year, or to employ parcelcar capable of holding 5 cwt. and doing a double journey five days a week in the winter with the fodde'r?
In order to arrive at a conclusion, the year's operating costs for the two types for the mileages involved must be compared. Taking the 10-cwt. vehicle first, it will do no doublejourneys, end we can therefore proceed to work out the figures on previously computed distances. Fifty-two weeks of 70 miles each equals 3,640 miles, covered on the milk round. In the summer, that is, 20 weeks. there is an extra weekly distance of 70 miles, which equals 1,400 miles. In the winter, or for 32 weeks, there is an additional distance over and above the milk round, of 50 miles a week, which equals 1,600 miles. the annual total for the 10-cwt. van, therefore, is 6,640 miles.
Obviously, we cannot'compare the cost per mile of the vehicles as the smaller does the greater mileage ; it is the annual expenditure which must be the deciding factor. Proceeding with the 10-cwt. machine, its running costs will be about 2.63d. per mile, or £72 15s. 3d. for the year ; the total standing charges per annum will be 1195 8s. 84., being at the rate of • £3 15s. 24. per week ; the grand total will, therefore, be £268 3s. 11d.
Now the parcelcar. It will do the usual round, or 3,640 miles a year, plus 10 miles a day, for 20 weeks, which 'equals 1,400 miles as before. The difference lies in the winter period by reason of the double journey—of ten miles each—five days a week for 32 weeks, which gives 3,200 miles, and a final total of 8,240 miles.
Assuming the running costs of the 5-cwt. parcelcar to be 1.59d. per mile, we get £54 11s. 94. Every week standing charges will amount to about £2 13s. 84., which means £139 10s. 84. for the year's outlay. Adding the two figures together will give £194 2s. 54.
Thus it will be seen that the smaller vehicle, despite its greater mileage, is approximately £75 cheaper to keep and run than one which can handle the maximum load at one trip when necessary. This forms an interesting example of the effect of using an unnecessarily large vehicle for a job, even though at first sight it would appear that the time when its services seem most required is more than half the number of days in the year.
As the day's work never, exceeds 20 miles, there seems to be no reason to fear overtime for the driver, with consequent higher costs, and the time occupied on the road should permit adequate attention to be given to the mechanical needs of the chassis.
The inquirer whose case has been referred to is desirous of receiving advice on one or two points concerning a suitable body for milk delivery work. Most of the small parcelcars have coachwork that would be suitable, but the most important matter for this class of work is the overall dimensions of the churns which have to be carried. The best course will be to measure up the length, breadth and height of the imaginary cube representing the churns grouped in position in the vehicle, and to specify a body giving a reasonable margin of space for ease of handling.