HINTS FOR HAULIERS.
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An Occasional Chat on Subjects and Problems of Interest to Those Who are Engaged, or About to be Engaged, in Running Commercial Vehicles for a Living.
HOLD UP an organization like that of T 0 Carter, Paterson and Co. as an example to the simple lifer for wham these notes are written is but a little more reasonable than to suggest to the prospective owner of a, small restaurant that he should spend a day-pr two at the Ritz, investigating the organization and imana,gement of that establishment with a view to incorporating some of the methods there employed in his own business. Yet such a suggestion is not altogether absurd, and the parallel between the two—the haulier who intends to start in business for himself with one or two vehicles and Carter, Paterson and Co.--is very much closer than that between the two catering establishments to which I have referred, for while the clients of the Ritz will but seldom be seen within the purlieus of the poor man's restaurant, and the occasions on which the manager of the palatial hotel in question will consider the tariff of the cheaper establishment when deciding upon his own, may probably together be counted on the fingers of one hand, there can be no doubt that Carter, Paterson's and the single vehicle haulier may net only serve the same customers and districts, but the tariff of one at least of the pair would, in such circumstances, be materially affected by that of the other.
London's Vast Parcel Delivery Service.
I could spend many days in preparing, and The Commercial Moen. would need many pages in which to publish, an article dealing in even a general and cursory manner with the ramifications, methods, and organization of a huge concern like that of C.P. and Co.—I need only, to Londoners at least, and no doubt to a great many more besides, use the initials—and, while I have little doubt as to the interest that such an article would attract, or of its intrinsic value to all the readers of The Commercial Motor, I have even less about the expediency of attempting such a, feat here and now.
There is one direction, however, in which we may profitably pursue our investigations into the workings of this pioneer firm of motor haulage contractors. Its London express delivery service is, as all who have had oceasion to use it will agree, remarkably efficient, from the user's point of view. There are very good reasons for presuming equal satisfaction on the part of the company. The area covered by that service is no less than 400 square miles. It is marked on the accompanying map of London, and the suburbs, by the heavy irregular line, and is about 26 miles across from north to smith, or from east to west. Within that area are 26 sorting and distributing stations, each of which is indicated on the map by a Maltese cross ; there are 20 receiving stations or small depots, similarly shown by a, small circular dot ; and there are four workshops, the positions of which are denoted by rings. The countless roads which, labyrinthie, cover the ground, are each served daily, twice daily, or on alternate days, from new year's day to the last day of December. Besides stopping at certain recognized places of call ; besides making a door-to-door delivery of parcels, the services of any of the vans which make these rounds is available to any householder who, to call the attention of the man who passes his door, has merely to, exhibit in his window a card bearing the mystic letters, " C.P." ; just that, and nothing more.
And what is the charge for all these facilities? What, for example, will it. cost me to send a 7 lb. parcel across the whole 26 miles width of the delivery area? Why, 9d. Just exactly what the Post Office people would ask for the same service I .do not know --nay, the charge whatever it might be would be for less service, for I should have to deliver theparcel to them, at the nearest office, besides being compelled, subject to what penalty I have never yet been able to determine, to lick the stamp myself, and 'duly to fix it to the parcel. Of course, in'the case of the Post Office, I have the advantage of having the parcel stamped with the official stamp, whiohlis guaranteed to damage the strongest and most rigid receptacle which can be made to come under the weight lirait for parcel post, and at the same time leave a margin for the goods which it is to hold.
Other parcels, heavy or light, are carried by O.P. and Co. pro rata; there is no 11 lb. weight limit as there is with the Post Office service. Moreover, there is no stipulation, on the part of the civilian firra as to the mental capacity of the sender. IIe has to pass no stiff examinatien, or to answer questions such as : "What is the combined length, width, and girth of a broken banjo covered by three wrappings of paper ? Will it exceed 6 ft., and if not, how do you;accourit for it? " This is a question with which all,gtudents of the Post Office rules arc thoroughly familiar, although, alas, there be few who have ever succeeded in answering it to the complete satisfaction of the examiners. They have had to wrap‘it—the banjo I mean, not the question—up again another way. No, the Carter, Paterson rates are as plain as the the nose on—my face. For " Luggage and Parcels" they are (within the area mapped out) :—
Not exceeding 3 lb., 6d. ; 7 lb., 9d., 14 lb., is. 3d. ; 28 lb., is. 8d.; 56 lb., 2s. ; 84 lb., 2s. 7d.; 1 cwt., 2s. 114. ; 11, cwt., 3s. 5d.; 1i cwt., 4s. : 11 cwt., 4s. ad..; 2 cwt., 5s. Over 2 cwt. add is. 3d. every 2-8 lb.
The latest statement is positively intriguing. There is clearly nothing in the regulations to prevent your asking the C.P. carman to take away the old elm tree which obstructs the view from the side pane of your favourite bay window and deliver it to II.M.O.W., except that your packet may not be able to stand the strain, and— oh 1—he may object that it is neither " luggage" nor a "parcel " within the meaning of the term.
Prospects of a Provincial Service.
There is, however, much food for serious thought in these figures. The reader of this page will be most concerned to know if he has any chance of conducting a similar business to this in a town sufficiently large to present the probability of a fair volume of business, and the answer depends entirely on the amount of business which he can obtain. If anything like el0 a full load for his.van "each morning, then it should be remunerative, but will be less and less so according as that condition falls short of fulfilment. Perhaps a one-ton van would be most suitable for this class of work, in which ease a load made up as follows, or in similar proportions, might be obtained. Two 1 cwt. parcels at 2s. 11d., six of half a cwt. each at 2s., 16 14-pounders at Is. 3d., and 44 seven-pounders at 94. each. Totals: 68 parcels; at two calls per parcel, one for collection and one for delivery, this means 136 calls; remuneration, 23 10s. 104. Tips," did I bear you say ? Yes, no doubt, but on a hot day, they will all go in—well—extra nourishment. The mileage might very well tot up to 50. Reckoning on three minutes per -call, and an average travelling speed of 15 miles per hour, the total time necessary for the job will be a little in excess of ten hours, with no allowance for meals. Total outlay required to keep van, .22. 5s. it a moderate estimate, irioluding working costs, allowing for the wages of the driver at standard rates, establishment expenses, and a small sum to he set apart for contingencies, such as loss due to accident or the laying of the van up for repairs or overhauls. The trading profit will, therefore, be 25s. a day. The van will carry more, but a day will not suffice for collection and delivery. The capacity should be there, however.
But all this, of course, is eontingent on the man obtaining the loads for his vehicle regularly, day after day. Flow is he going to get them? By trailing up and down-all the streets in his immediate neighbourhood lookingvfor cards having thereon the letters " J.J." 1; Not likely. The Carter, Paterson method is of no use to him. Nor, as a matter of fact, unless ia a small town where he is well known, is it ever likely to be practicable for.him to collect from the householder. His method will E.K179 to be that of fixing up contracts with local tradesmen to distribute their parcels, and, preferably, he. will investigate the possibilities in the way of business of that kind before
, he decides to go ahead with his scheme.
TiiaS KOT CH.