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SELECTING THE VEHICLE TC
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Page 93
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SECURE MAXIMUM ECONOMY BY Correct Selection of Vehicles, Careful Organization and Routing, and Proper Provision for Maintenance the Three Essentials to Road Transport Efficiency T" HERE are many ways in which the stabilization of rates may be considered. On this occasion, I propose to take the broad view and to discuss it in a general, rather than a particular, manner. It is an obvious truism to state that haulage would be most economically carried out if the most appropriate vehicles were chosen and if they were operated in the best possible manner. The application of that principle is not by any means so obvious; indeed, it is but dimly understood, and then by only a minority of those engaged in the industry.
• In the long run, it will be found that the most important matter is the selection of the right vehicle. The main objective is to operate every vehicle so that, for the maximum proportion of each week, it is fully loaded.
The first step towards the proper consideration of the subject is the classification of the haulage business. Broadly, it may be stated that there are but three main classifications :—(1) Regular services; (2) Jobbing haulage; (3) Contract haulage. Regular services are of three descriptions. First, there are these which are conducted over longdistance routes, mainly from point to point, with collection and delivery organizations at each of the termini. The goods carried are miscellaneous in • their nature and individual consignments may be of any weight. Vehicles engaged on services of this description should be of maximum load capacity. It is inevitable that some routes should be parallel with main-line railways, but the most profitable will take other directions. For the collection and delivery of the, goods carried on these long-distance services, vehicles of 3-5-ton capacity appear to be most satisfactory and the organization involves the establishment of clearing houses in each principal locality served.
Continuous Operation with Full Loads.
One reason why I regard this class of haulage as being Most economical is that the principal vehicles operate continuously with full loads, or nearly so. The second class of regular service is that relating to particular trades. In that line of business, the haulier operates from S. district where a particular trade is well eStablished and makes regular journeys thence to principal centres of distribution. This class of haulage can also be operated in a manner to .achieve maximum economy. It is usually possible for the operator to establish contact with customers in the tOWns where he makes his regular deliveries, and once dependability of service is established, one can be sure of regular loads in return. Alternatively, there may be regular return loads of "empties." The conditions, however, are not necessarily such as to make the maximum-load lorry or van the most satisfactory and economic vehicle. to select. The loads from the centre from Which the service is operated vary, sometimes rather considerably, and for this 'work the besechaice is probably a maximum-load four-wheeler Capable of 'hauling a fully loaded trailer. Alternatively; if the usual load be of about 5 tons, but increases to 7 tons, or possibly 8 tons, during peak period in the particular track with whieh the 'haulier is concerned, a 5-tonner and a 3-ton trailer will prove most 'ecenornic. The third description of regular service is parcels carrying and this, again, sub-divides into two—'parcels transport in large towns and inffUstrial areas„ and country carrying. I would regard the first essential for economic working in
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the case of a parcels carrier in an industrial area as being effective co-ordination with other parcels carriers, linking up here and there. By this means, whilst in the case of the individual operator, his own regular routes are confined within a radius not exceeding four to eight miles, depending upon the class of locality, he can offer service to customers over a much bigger area, utilizing to that end his co-ordinating agreements with other operators.
The size of vehicle most suitable for this class of work is the 2-3-tonner. Capacity, in this particular branch of the industry, is more appropriately measured in cubic feet than in pounds and hundredweights, and many parcels carriers have found to their cost that 1-ton and 30-cwt. chassis are inadequate, not as regards the weight which they will or will not bear, but because the bodywork which they can accommodate is insufficient.
The "regular service" which the country carrier type of haulier offers, is, perhaps, a little different from that which ordinarily comes to mind in relation to the term. More frequently, his service is from a particular headquarters in the country to a series of market towns, which he visits, in turn, when the weekly market is held. He really comes within this category only because he is so closely allied to the parcels carrier. The conditions of operation are such that true economy, in the sense I am now considering, is impossible. His vehicle inevitably stands idle. for many hours each day in the market.
Jobbing Haulage of Varied Character.
Tho next main sub-division, "jobbing haulage," applies as a description to the work carried out by most haulage contractors. Its different branches are mainly comprised in the following list: Miscellaneous haulage, transport of 'coal and fuel, sand and gravel, timber, building materials, fish, wool and cotton, both raw materials and_ finished goods, furniture, milk, 'agricultural and market-gardening products, including sugar-beet, livestock, thoroughbred horses and, finally, municipal and county haulage work. Some of these items are linked in pairs and the governing 'factor is usually the seasonal nature of the business. The most economic method of operating fleets on these classes of haulage is so to arrange matters that vehicles can be transferred from the summer to the winter occupation with a minimum loss of time. One of thedifficulties in the way of maximum economy -of operation in this connection is that of acquiring a vehicle Which is equally adaptable to both classes of work. The type most suitable for the haulage of sand and gravel, of building materials and for work for councils, is a tipper.
This pattern is sometimes useful for beet transport, but not invariably so, Some of the sugar-beet factory authorities will not permit the beet to be tipped. In any case, it is a light load and requires maxiniiim body capacity. A tipping lorry is usually of less than average capacity. However, detachable extensions to the sides and tailboard are invariably required for beet haulage, so that it is possible largely to overcome this difficulty.
Increasing the Capacity of the Tipper.
The preferable type of vehicle, therefore, appears to be a tipping lorry, of maximum capacity, with provision for extensions th the sides and tailboard. A maximum-capacity four-wheeler able to draw a trailer is the first choice. The alternative is a maximum-load 30-m.p.h. machine.
While on the subject of tipping gear, I should like to emphasize the importance of selecting power-operated mechanism for certain classes of work. It is more costly than hand-operated gear, both as regards the initial outlay,
and cost of operation. That expense, however, is much more than equalled by the diminution of delays.
Hauliers in this class 'do not make sufficient use of the mechanical-horse type of vehicle. Those who are concerned with the haulage of coal and fuel come readily to Mind in this Connection. The distances which they traverse are usually short. Coal more often has to be loaded from railway wagons, an operation which takes time, and high speed is not an important requirement. Economy could be achieved by using two trailers.
One of the most difficult of users to deal with, so far as the objective of this article is concerned, is the furniture remover. For many reasons, he is in a class by himself and he prefers to remain so. For suburban removals a 3-ton chassis with a lightweight Luton-type furniture-van body coming within the 2i-ton unladen-weight limit is the first choice. Vehicles of this pattern can be had with a capacity of 700-750 cubic ft., which is adequate. If the loads be occasionally in excess of that figure, this eMergency can usually be met by the use of two vehicles. If a fair percentage of the clientele be such that a capacity of 1,000-1,200 cubic ft. is desirable, an articulated sixwheeler is the most economic choice.'
Meeting the Furniture Remover's Needs.
_These types cover the requirements of a furniture remover, subject to the specific condition first mentioned. On those rare occasions where a rail oF sea-borne load has to be catered for, then the furniture remover will find it suitable to hire the substantial 5-ton platform lorry which is necessary to accommodate the lift-van body.
The business of hauling agricultural products is coming more and mom to be cateted for by vehicles of the maximum-load 30-m.p.h. class. With certain outstanding exceptions, agricultural loads are bulky and comparatively light, and even when that condition does not apply, they can usually be dealt with in 4-ton consignments.
It is rarely economic for the agricultural haulier to endeavour to meet the twin requirement i of livOstock,and general haulage with the same machine,
• I come now to the third main class of haulage, namely, contract hire. In this connection little can be said concerning the selection of the vehicle, either as regards capacity or type; that point is usually determined by the customer. The maximum of economy from the point of view of the haulier, is likely to be attained only by the apparently expensive procedure of making adequate provision for efficient maintenance and taking maximurd precautions against accidents.