Milk Deliveries to Densely-populated Centres.
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By a Manchester Contributor.
It was announced, earlier in the year, that milk dealers, owing to the increased cost to them, would be unable to make the usual reduction in price which is expected by anxious householders in April or May. One article stated that the chief factor operating against a reduction was the cost of conveyance, that one railway company alone received over 1;50,000 a year for the carriage of milk to one of its Manchester stations, that the farmer and dealer bore the cost of conveyance, that the carriage was performed entirely at "owner's risk," and that a total of 65,000 gallons of milk arrived each day in Manchester.
Where are the Motors?
An unwholesome prejudice or fear exists, in the minds of many who would perhaps endeavour to acquire a large portion of this traffic by commencing the carriage of milk by motor lorry, that the vibration of road carriage would be such as to land the milk in a condition unfit for sale, and a further fear that the fumes of petrol and the " exhaust " would give the milk an undesired flavour. Let me bring a few cold facts to bear upon these points. First, it has been proved feasible to carry milk, successfully, by road, and strange to say the case in mind is that of a lady, if memory serves rightly, in the county of Berks. The matter was, of course, given special prominence in the pages of THE COMMERCIAL MOTOR. [This reference is to Miss Lelacheur, of Checkendon, near Reading.] This is, doubtless, not the only case in point, and any other solver of this problem would be conferring a favour to the general dealer and the public, as well as to the motor manufacturer, by supplying details. Then, again, anyone at all conversant with the recognized methods of carriage by rail must know that shunting, often of the violent order, forms no inconsiderable part of the conveyance of traffic, and it is common knowledge amongst the dealers that, very often in the summer season, the cans of milk arrive at the stations with traces of butter in their contents, caused by the " churning " en route. Delays through late trains are inevitable, meaning more haste, bustle, and excessive shunting, to say nothing of the risk of lost customers through tardy deliveries of the morning's lacteal fluid.
Owner's Risk.
The bugbear of "Owner's risk" is also a factor which operates against seller and buyer. Under their regulations, the railway companies simply hold themselves liable for conveyance (and all its terrors) from station to station. They relieve themselves from responsibility for any delay or mishap—unless caused through wilful negligence or misconduct of their servants (and who will ever be able to prove that?), or for any damage to milk or cans which may occur while in their hands. That is, indeed, a comprehensive exemption.
Why Five Handlings?
Next, it must be borne in mind that during railway transit, even on ten-mile or twenty-mile runs, there are five handlings of the cans necessary. The farmer loads to his cart, unloads at the local station, hands them over to the railway company, which loads into trucks, conveys to destination station, and unloads there to platform to await the arrival of the owner's cart, for it to be again loaded by him. This is apart from any " tranship " handlings which may be necessary, especially on the longer distances of forty or fifty miles_ Thus, we have the milk, from first to last, in a continuous state of agitation_ The Case for the Motor Lorry.
It may be taken, roughly, that the rail carriage for milk is a halfpenny per gallon for distances up to 20 miles, three-farthings per gallon for 20 to 40 miles, and a penny per gallon for over 40 miles. Empty cans are returned free, but only from station to station. The milk cans usually hold about 18 gallons each, and weigh a little over two hundredweight per can. Probably, the bulk of the milk into Manchester may be reckoned at one halfpenny to three farthings per gallon for carriage. It is as inevitable as day succeeding night, that, ere long, a considerable quantity, if not the bulk of this traffic, will be carried to the chief centres in the kingdom by motor lorries, steam or petrol driven, on rubber tires. Let us first premise that manufacturers are now ready to build, and to guarantee, almost any type of vehicle, having particular regard to the traffic to be carried. Singledeck and double-deck bodies could be built, each deck or platform capable of carrying at fewest 18 cans, with either van arrangement or strong supporting sides and end stays to prevent the cans from falling off, and to minimize oscillation. Eighteen cans, full, weigh about two tons gross. On short distances of 10-20 miles, two or three single-deck loads, at the lowest charge of one halfpenny per gallon, are possible in one day ; at 9d. per can, we have 13s. 6d, per journey, 27s. for two journeys, and 40s. 6d. for three. Double-deck loads would make a gross load of about four tons, and, of course, double the above figures; therefore, allowing for slower running with the heavier loads, a single journey would about pay for the running costs of the latter load, while a double journey would leave a very handsome margin. Or, again, a steam or petrol lorry and trailer, with 18 cans on each platform, could do two journeys per day comfortably on a ten-mile run, yielding 54s, for the day. An additional advantage would be the carriage of returned empty cans, direct from dealer to farmer. Longer journeys would mean fewer runs, but increased charges of three-farthings and one penny per gallon, approximating to the first-named figures. Hence, 36 cans, one journey, at one penny per gallon, or is. 6d. per can, represents 54s. earned.
Seeing that £8 to £9 per week covers all the working costs of a four-ton lorry, upon such mileages, evidence is not wanting here to show that there is a possibility of a, most-gratifying profit. The " springing " of the lorries would be made a special feature by the manufacturer, and there are no doubt many who would be glad to give a trial-demonstration on equivalent terms. The exhaust smell or stray petrol fumes are negligible quantities: they cannot reach the milk, if the lids are securely fastened. If there are difficulties, they are, like the majority, there to be overcome. The traffic exists, and only needs a good start to make motor deliveries direct from farm to customers general throughout the country. The fact of the motor lorry's collecting from the farm and delivering to the dealers' shops should tend to cheapen the milk cost to some extent, as two handlings, collection and delivery, are performed, relieving the farmer and dealer of one cartage service each. Let the prospective buyer approach the motor-lorry maker: it is his business to remove prejudice, if any exists, and he is surely open now, more than at any other period in the history of this great industry, to show his mettle.