What Ancillary Users Need
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I N the interesting Contribution by Mr. G. S. Vickary, transport manager, Wm. Younger and Co., Ltd., Edin'burgh, and chairman of the Scottish branch of the Industrial Transp9rt Association, he points out that the whole success of road transport to-day depends upon its flexibility, speed, quick delivery, and working economy. These factors Apply just as much to makers as to users, from the design sap to the delivery of the vehicle. Yet what do we find in many cases, after deciding on appropriate chassis? Probably a vague delivery date, and if a departure from standard is necessary, delay in the body department ; also, the vehicle being out of standard, such an increased cost that the job may not warrant the expense.
Slow delivery may not upset the large fleet owner who has a reserve of vehicles, but it will not suit an A or B licence-holder, who has to prove his need for a vehicle, is limited to the needs of the moment, has to fight to obtain the necessary licence, and then has delay in delivery, because he dare not order until he is sure of the licence. Amongst C users, who own between them 75 per cent, of vehicles, there must be many with one or two machines. These people do not always look far ahead, and it is not good policy to be unable to promise them delivery within a short time.
The butcher, baker or candlestick maker in the outskirts of a growing town may wake up to find that unless he puts a lorry on the road he will lose trade, and he wants to buy his vehicle almost on demand.
These remarks do not apply to all makers. Some supply Very quickly and have enough variation in body design to meet most requirements. These are the successful concerns which do well year after year, although, by reason of success, they sometimes become unadaptable.
When the Road and Rail Traffic Act with its limitations was foreshadowed, the author saw that there would be a demand for a vehicle weighing under 2i tons, but designed to carry tons. He approached one or two makers, but the idea was laughed at. Vehicles of 2 tons unladen are to-day being offered with capacities up to 5 tons; even
the aristocrats amongst the makers have had to adapt themselves accordingly.
On the service side, time in the workshop makes for expense; insurance and road licence still run on. To-day's trend towards service or re
placement units should receive more attention. Few makers supply engine units at a reasonably low figure, but this might be done by practically every maker. It does not payevery fleet owner to stock complete units. The large people do keep them ready for replacement, but this should apply not only to the engine but to every thing that can be serviced; it must, however, be at a low cost, or the system will not be employed by the very people who most want it, they are the one-or-t wo-vehicle men and
small fleet owners.. Such units should be supplied on demand with the minimuni of parts to be removed from the old unit. Makers should try to ensure that there is no need for the steering column, etc., to be taken out.
Then, again, when an improved part has been adopted by a maker, he should be certain that it fits the old vehicle without many alterations.
It is hopeless for any maker to sell his vehicles in districts in which he has not set up a good service department, either a commercial-vehicle-repairs agent of good standing or the maker's own depot.
There should not be the amount of trouble still experienced with " bought-in components "; springs not up to the job, carburetters and electrical fittings which develop faults. The author emphasizes " electrical," because this equipment is most costly to keep in repair ; evidence is found in the number of machines for finding faults on the electrical side.
Starters should be standard, not only to ease the driver, but as petrol savers. Speedometers and windscreen wipers are essential, and is it not time that the makers decided where the accelerator should be and all agree to fit it in the same position ? Generally speaking, anything that can be standardized should be.
The building of bodies by chassis makers is all to the good. It makes them realize the difficulty there used to be in fitting a body, and so clean up the chassis from projections, etc. This development has largely put out of business the local bodybuilder, so that users must depend mainly on the makers ; they have accepted the responsibility and must meet the demand.
Tyre makers seem to the author to be doing their best to meet the varied demand. The mileage of the average tyre cannot be grumbled at, but he does not agree with the policy into which tyre firms are letting themselves be pushed by the makers, that is, of helping the latter to lighten the vehicle as a whole by fitting tyres to carry loads which are against published recommendations. Either they have made us spend too mach by over-tyring, or else they will make us spend more now by under-tyring. Still, complaint cannot be made of giant tyres which come out at less than a halfpenny per mile per vehicle.
The author supposes that there must be new models, but they have been so numerous that one must imagine the makers are trying to keep pace with designs in ladies' clothes. He would far rather deal with a maker building only a limited number of designs and improving them each year than with one who tries to cater for the whole range or is constantly bringing out something new, with the result that parts when ordered are often unsuitable. In view of the fact that any vehicle may be examined and certified fit or unfit, the author thinks some policy should be adopted whereby a vehicle in part payment should be examined and repaired if necessary, and a certificate of roadworthiness issued to cosier it before resale. This could be shown to the Authority when applying for the licence. He would go farther and say that it should be impossible to sell a second-hand vehicle unless it has such a certificate. Some of these remarks apply to travellers' cars, of which there must be a considerable number.
Now that the commercial vehicle is registered and regulated to the Nth degree, it is important that the makers should anticipate requirements, back up their sales by perfect service and repair facilities, and, as they stand to be the heaviest losers, lead the fight against any more repressive or restrictive measures imposed on commercial road transport. These road vehicles are to-day supplying a demand and performing a public service which cannot be effected by any other means.