TRANSPORT TIPS FOR TRADESMEN.
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Particularly Addressed to 'Those Who are Contemplatin Replacing Horsed Vehicles by Motors, or g So Doing.
WHEN A TRADER seta about the adoption of motor instead of horsed vehicles, it is the first step that needs the most careful thought and consideration, for many reasons. One of these reasons is that, his choice of a vehicle in the first instance must, or at least should, influence the choice of vehicles to be added to his fleet at a, later date.
Importance of Uniformity in a Fleet.
Supposing that the idea isailtimately to run three or four vehicles, it is a mistakeeto think that the first can be regarded merely as experimental and that if, after it is put on the road, other makes are found to be a little better, the first mistake can be rectified in subsequenit purchases without very much harm being done. The point, is that, if vehicle B is just a little superior to vehicle A which was purchased in the first instance, it.may still be wiser to run three vehicles A than to mix the fleet and have one of A and two of B. ,
If the trader provides the organization for the maintenance of his own vehicles, he will find that organization can be much simpler if all the vehicles are of one make and, also, if possible, of one type. in that case, the stock of spare parts, which he will require to keep ready at hand, is reduced to a minimum. Moreover, his, employees, whether drivers -or mechanics, have only to get usedlto the peculiarities of the one make. From the first vehicle of this make they learn a number of useful tips which they can apply when handling or maintaining eubseqeent machines from the same, factory, even if they be of different capacities.
Nearly every, make of vehicle has its awn peculiarities, and a man who is conversant -with those peculiarities is already halfway towaads locating the cause of any trouble that may arise. Everyone must have noticed how strongly the users.of motor vehicles press upon the manufacturers the desirability of atandardizing their products. In thi% as in other cases, example* is better than precept. It is absurd to urge other people to standardize and then deliberately to complicate,, one's own efforts by running a mixed fleet. So true is this that, as already stated, it may be actually wiser to refrain, at a later stage, from selecting vehicles just a little bit superior to those already in operation, simply and solely for the reason that the former are different.
To a, lesser degree, the user who requires vehicles of different carrying capacities should be influenced by the desirability of uniformity, particularly if he, only wants one or two vehicles of each size.. As a ruler it will be found that, in a range of vehicles coming; from one factory, many parts are common to all sizes,1 and, in general, the design is the same throughout the range, so that adman who is accustomed, letais say, to the engine of a 30 cwt. vehicle-will very soon get into sympathy with the engine of a. four ton vehicle fro the same works. If the number of vehicles to be operated is considerable, this last point is of less importance. There is not so much difference in the organization required to maintain six light vans and six lorries of one make and the organization re quired for six light vans of one and six lorries of another. The two groups can in a sense, be regarded as two departments separately staffed. The whole question of uniformity is one which should be borne in mind when the purchase of second-band vehicles is considered. This is a matter with which we will deal in a separate note.
When It Pays to Fit a Power Starter.
The question of whether it is worth while to have an electric starting motor on a motorvan is more or less dependent on whether there is any special seasen for using. electric in preference to acetylene lamps. If night use of the vehicle is only occasional, the electric lighting installation may not justify its cost. In that case, the electric starter is, from a practical standpoint, out of the question. If it has already been decided to have electric .lighting, the provision of an electric starting motor is worth discussion. It costs,money, but it may possibly save more. Much depends on the number and nature of the deliveries to be effected.
If deliveries are very numerous and often take some little time there is a, good deal to be said in favour of the starter. An exceptionally economical driver might, of course, stop his engine whenever he got down to make a delivery, and start, it again afterwardsjey hand, but unless the man is peculiarly conscientiebe and the engine, starts invariably with exceptional ease, it is most unlikely that, he will do this. In this case the engine may be running for hours every day while the ear is stationary, and, with petrol already expensive and perhaps likely to 'rise even further, this may mean a considerable item of expenditure in the course of a year. Qn the other hand, if an electric starter is fitted there is no-conceivable reason why the driver should fail to stop the engine whenever he stops the car.
Fuel Costs and Operating Costs.
There is so much talk nowadays about the rising prices of fuels that people are rather apt to "get obsessed with the idea that fuel is the one and only -item in operating, costs. It must, of course, be ad
mitted that any threatened rise in cost is unwelcome, but while we must not ignore the danger we .must not exaggerate it either. Let. us consider rougbly. what effect a rise of a, shilling a gallon in the cost of fuel would have upon the cost of transport. Let us take first the light pnemnatieityred van,
coyering, perhaps, 24 miles to the gal)on, and carrying on the average about half a ton of useful load. In. this case, a rise of a shilling:a, gallon would meitfi an increased cost of a halfpenny a mile or a Penny a, ton-mile. The total cost of operation might be in the neighbourhood of 10d. a mile. Consequently, the pre-supposed increase in the price of fuel would only mean about 5 per cent, increase in the total cost. Next take the case of ii. 3-4 ton lorry, covering eight miles to the gallon and carrying, on the average, on the out-and-home run, a useful load of, say, two tons. Here the additional cost per mile would he and the additional cost per ton-mile would he three farthings. If the total cost of operation were about Is. 3d., which would not be ananireasona-ble figure, then the increase resulting from the higher price of petrol would be 10 per cent., and the cost involved per ton-mile would rise from 'aid to 8id. Thus, it will'be seen that the consequences of increased fuel prices, while-by no means negligible, are noteq-uite so fatal'as might be imagined before the ease hakbeen analysed. At the same time, it is clear that if various types of 'vehicles are in close competition., an increase in the cost of fuel of -one type may easily be the determining factor in the choice between them. On.this point, we must remember that petrol is not the only fuel that costs more than it, did, before the war. Coal also hae.gone-up very much affd this is the direct fuel of the steam vehicle and the indirect fuel of the electric vehicle.