THE HAULIERS' INQUIRE WITHIN.
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A Ford Chestnut : Advice to a Man Who is Investing in a Ford Tonner for Parcels Delivery Work.
j WONDER how many of my readers have heard
the story of the man who desired to dispose of a second-hand Ford car, of uncertain age and decrepit appearance. He advertised it at first for k40, then .21:1, then £10, and, at last, for 25, but without eliciting a single reply. Finally, in desperation, he advertised that on a certain night he would, before retiring to rest, put the car out in the paddock, whence it could be taken by anyone who might fancy it. On the night in question he did as he had advertised, and retired, feeling that he had at last solved a problem which had been troubling his dreams for weeks. He awoke next morning correspondingly refreshed, and turned to the window to glance over the paddock wherein, to his horror, he saw no fewer than seven decrepit old Fords
Well, there it is. Not a very true story, nor a very kind one, if we do not realize that it has arisen, like many of another of the same kind, because of the fact that a down-and-out Ford is, comparatively speaking, as rare as the proverbial dead donkey. Perhaps it was for that reason that Henry Ford enjoyed the yarn when it was related to him.
A New Vehide the Better Purchase.
The story came into my mind the other day when I received a letter from a man who wanted to know whether I would advise him to buy a second-hand Ford thinner for about 140, his intention being to set up in business as a carrier, using the Ford as his vehicle. Now, I would never advise a man to buy a second-hand motor vehicle of any kind whatever, whether Ford or Rolls-Royce, unless, I had first " vetted" it myself, so that the answer in any case, had to be in the negative. But it did seem to me to be particularly foolish to pay that amount for an unknown quantity in the shape of a second-hand Ford, when a new one could be had for very little more than double, and when, in addition, the facilities, for buying these low-priced vehicles on the IL.e purchase system are so abundant and reasonable. At any rate, rightly or wrongly, I advised this correspondent accordingly.
Now, advice is a most peculiar thing. The cheaper it is, the less we like it, and when, as in this case, it costs no more than the price of a three-halfpenny stamp, it is generally valued in proportion as it agrees with the desires of the one advised ; that is to say, if I advise a man to act as be thinks he will act, he takes my advice, but if my suggestion is at
variance with his own views, he turns me down. I was correspondingly surprised, therefore, to get a further very nice letter from this would-be Ford owner, thanking me and agreeing. He asked, too, how he should set about the business of getting work, so as to ensure, in advance, his ability to pay the instalments on his purchase. He wrote: " thought of having matter printed, advertising the fact that I intend to start business in this way, following the advertisements, which would take die form of circulars, by personal visits. When, as the result of this preliminary investigation, I bad found enough work to justify the purchase, I should
go ahead. Do you think this a practical method of commencing?" My answer to this was, that if he had asked me how to begin, I could hardly have told him anything more than, apparently, he already knew.
He then asked for certain information as to costs and charges, and this I gave him in the usual form, which is fairly well known to readers. At least, I will presume so for the moment, as I want to get on to another query, which goes so well with this one that they must, with the Editor's permission, be dealt with together, in the same article, so that the two inquirers may be helped at one and the same time.
Calculating Charges in Parcels Delivery.
The other inquiry was from a man who had already acquired his " tonner," and was about to commence a parcels delivery service. He wanted to know how to calculate his charges. He gave me a list of people and places which would be included in his rounds, and told me something about the class of materials. As some of that information is confidential, I have camouflaged it, so that I shall not, inadvertently, give my correspondent away. There is not much in the weight of these goods. They are mostly boxes of— " miscellaneous parts " (shall I say)? At any rate, there is no point in trying to charge by weight. The time spent in collection and delivery is more important, and the best way for him to allocate his charges is according to time. He must make out a waybill, something like the dummy one which I give below. From that he should calculate the proportion of the day which is spent in the service of each client, and charge them so that he gets about 30s. a day for the Ford, allowing 4s. an hour for time in excess of eight hours a day. in explanation of the accompanying route sheet or waybill, it should be stated that the first call, on Mr. Phillips, is to collect goods which are to be delivered, on his behalf, to Mr. Jones' at London Bridge. Then the van proceeds to Mr. Bolton's place in Billingsgate and loads up with, presumably, fish, to be taken .C() Mr. Sharpe, at Notting Hill, Mr. Keeble, at Cricklewood, and Mr. Tucker, at Swiss Cottage. A call has to be made, on the return, for some empties belonging to Mr. Bolton, at present lying at Mr. Jones's place at London Bridge Station, and, in this account, a return has to be made to Mr. Bolton's place at Billingsgate, before completing the work for him. Incidentally, Mr. Jones hands out some empties for Mr. Phillips, at Olympia, the cost of carriage of which has to be charged to Mr. Phillips, so that the next run is back again to Olympia, after which, the garage being handy, a call is there made for a fresh supply of petrol, and a snack of something to eat. (Only ten minutes allowed for this, so that obviously it is an ownerdriver's van.) After this quick lunch, the first call is on Mr. Carter, at St. John's Wood, collecting a small load for Mr. Vernon, at Kilburn. Thig is followed by sundry calls, as shown' which take us to Brondesbury and Cricklewood, then back again to Olynipia, where a collection is made of empties for delivery on the following day. The final return to the garage is made at 4.15 p.m., so that i0 hours in all have been spent on the road. At 30s. for eight hours, and 4s. an hour afterwards, this amounts to 39s., which is the total charge for the day, to be apportioned amongst the various clients, according to the time which has been devoted to the service of each.
Thus, for Mr. Phillips, the van was in use from 6 o'clock to 7.35, from 11.17 to 11.50, and from 3.5 to 4.10 ; total time, 3 hours 13 minutes (say 31 hours). Mr. Bolton had it from 7.35 to 11.17, which is, as near as makes no matter, 31 hours. Mr. Carter used it from 12.5 to 1.10, an hour and 5 minutes Mr. Tucker from the termination of Mr. Carter's period till 1.40, which is half an hour. Mr. Keeble used the van from 1,40 to 2.10, which is also a half hour, and Mr. Blair had it from 2.10 to 3.5,55 minutes. Altogether, the total time during which the van was in the service of .clients amounted to 9 hours 55 minutes, which we may just as well call 10 hours. Thirty-nine shillings are to be charged for those 10 hours, which is at the rate of 4s. an hour, even money. The correct charges to make against each of the clients are, therefore : Phillips I3s., Bolton 15s., Carter 4s. 4d., Tucker and Keeble 2s. each, and Blair 3s. 8d.
THE SKOTCR.