The Light Delivery Van.
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Some Views and Opinions.
Harry Parsons, A,M.I.Mech.E.
So much attention has been bestowed upon the pleasure car that the development of the business vehicle seems to have been left on one side. Yet this for reasons which will be noted below, is not without its advantage. In the case of trade vehicles there are one or two objections raised almost invariably by business houses, but perhaps one of the niost serious is that relating to the question of the driver. A motor van has no will of its own : it will do what it is made to do; hence the success of a trade vehicle, particularly when propelled by an internal combustion engine, is more or less governed by the state of knowledge ot the individuals handling it. As familiarity with motor vehicles sprez.ds amongst all classes, so will the driver difficulty Ix, overcome; and a paper such as " THE COMMERCIAL MOTOR "should have a useful sphere, not only in bringing the advantages of motor delivery before firms, but in continually propagataig amongst heads and employees of trades houses the latest information on this broad subject.
This brings us to our previous point, that the pleasure vehicle has largely helped the trade van by inspiring heads of firms who own pleasure cars with greater keenness for, and more ability to appreciate, the advantages of the motor vehicle, as well as enabling them to understand its difficulties. It must be remembered that though in many cases the trade motor driver will not need to be a capable salesman or representative, yet when the subject is applied to retail or house-to-house delivery it becomes of paramount importance that not only shall the man be a good driver, with the necessary knowledge, but that he shall also have an obliging manner and the capacity for details so necessary in distributing goods, taking orders, etc. Now this seems to open a field worthy of entry by ambitious delivery men at present driving horses; and what could better help them than weekly perusal of such a paper as " TnE COMMERCIAL MOTOR"? Just as with horse delivery it is necessary that sonic horse knowledge should be possessed by employer and employed, so it would pay up-to-date firms to absorb as much information as possible concerning motors, to which it is certain they must look sooner or later for their transport facilities. For, as soon as Messrs. Smith Brown on one side of the street adopt motor delivery, their rivals, Messrs. Jones Robinson opposite, will be obliged to do the same.
Now let us consider additional difficulties to that of the driver above mentioned. One of equal importance is cost of purchase and upkeep. The gentleman with L500 or E,'1,000 to spare upon a pleasure car lays out the money largely to get amusement, health, speedy locomotion, etc., in return. The trade van, however, at once becomes a quesCon of
s. d. No firm has denied the extremely valuable advertisement advantage of the motor delivery van ; and some set-off against the price should be allowed for this. It must be remembered, moreover, that the motor vehicle can easily do the work of two horses and two vans on an original outlay which is little More than the cost of the latter. It must also be remembered that places much further afield can be reached, thereby saving time and expense in delivering by post or rail over a wide district, and bringing the markets within that area close to hand. It is usual, for instance, in country districts for a firm's traveller to distribute goods and solicit orders in different directions each day of the week. With a motor vehicle those districts could be visited twice a week, or the radius of delivery doubled. It is chiefly in towns, however, that the advantages of quick delivery will be found. In proportion also as the number of vehicles drawn by horses decreases, and their place is taken by motor vehicles, so will the average speed of street traffic and of the motor vehicle increase.
There follows the question of the cost of running. This depends chiefly on the selection of the vehicle and the capability of the driver. The chassis and mechanism suitable for a comfortable and speedy pleasure car are not necessarily suitable for a hard-worked, every-day, all-weathers, heavilyloaded vehicle. It is absolutely imperative that all parts should be so proportioned as to stand hard work without continual adjustment; so placed that no time is lost in get ring at any parts if necessary ; so built that a certain amount of overloading (that great evil which firms will practise) does no harm ; so uesig-nen that a careless driver cannot do serious damage; whilst it goes without .S ay in g that any business vehicle, whether tor travellers or goods, must be designed to stand me racket of solid tyres if desired. Nevertheless, tor town use or for light or perishable goods pneumatic tyres of suitable section on the good roads ol a town and district will be found highly advantageous, whilst every year sees improvements in reliability and trustworthiness of this class of lyre. Referring to the handling of the vehicle, a motor delivery man must know how to start and manage a petrol engine. The knack of changing gear, necessary with the 'sliding gear type, demands a more skilled man, for instance, than it the speed gear is such that it cannot possibly be damaged, even by a careless driver. It is well known tha: in nearly all cases of dissatisfaction with trade vehicles the chief cause nas been wear or damage to gear-box parts. One keen head or a large drapery firm remarked, " We want plenty of van and not.much machinery." It is the writer's opinion that greater satisfaction will be derived by users according as delivery van makers realise these differences, and. design their vehicles deliberately for the object in view. Why, for instance, should two-thirds of the chassis be given up to engine and driver, with the result that in spite _),f a long wheel base, which is unhandy in traffic and the reverse of what is necessary, the van portion must overhang considerably at the back to accommodate the amount of goods it should do? Again, it is an advantage in traffic if the driver has a high seat, and it must be remembered that the delivery van is always more or less in traffic. The ability to reverse instantly walnut fumbling for a side lever or two is of great importance should a line of traffic back a little, or in turning quickly in a very narrow street.
Another point is the desirability of keeping all pipes, wires, batteries, lubricators, etc., clear entirely of the van interior, and also of so directing the exhaust that the man withdrawing goods is no: asphyxiated nor the fumes blown inside the van to contaminate food, etc.
Coming to the question of the most economical form of experimenting with a motor van, parallel methods in use to-day in the case of horses may guide us to some extent. The commonest of these is perhaps the jobbing system, in which for an inclusive price horses and vans are provided. This system is also largely in use in the case of town travellers who use a brougham to carry samples. In the case of the motor brougham, upon which no firm's name appears, there might be an opening for a motor jobbing company, prepared :o provide motor broughams and drivers at so much per brougham per period. Such broughams would need ample cifpacity suitable for samples, etc., but it would not seem absolutely necessary to provide a roof over the driver any more than at present. Perhaps these vehicles might be looked upon as half -way between the light delivery van and the private car; and of the two chassis that of the former, fitted with a suitable body, Would he the more likely to stand the hard work without continual attention. Handiness in traffic is more essential than speed. In a case where two firms in the same town might decide to join in adopting motor delivery it might be possible for each to use the same van for different portions of the day, the name panels being remavable. By doing this it should be possible to deliver almost as much in the half day as in the whole day where horses are esed, not only on account of speedier delivery but because of the absence of necessity for rest or change of horses, their fodder, etc. Indeed, a very strong point in favour of the motor van is the possibility of commencing first thing in 'the morning and running till late at nig!ht without offending humanitarian scruples. It must not be forgotten, though, that even motor vans require attention and adjustment at proper periods if they are to be kept in food repair and are expected to give consistent results_ Therefore, until concerns exist prepared to job motor vans (and this would be a business naturally a little speculative until data and vehicles are obtainable), the best Dian would appear to be for a firm to buy its own vans, with the bodies fitted to its own requirements. And if objection is taken to paying a large sum down, arrangements ought to be possible for spreading the outlay over a period. Again, it a sum of, say, .L.400, were available, the policy of buying two vans at ‘200 each would have some advantages. Two vans could cover different districts at the same time, their total load being, of course, eeitial to that at one large van. And it, as is sometimes inevitable, a hitch were to occur with one van, the other could still be used for urgent deliveries. One advantage of a small van is that it artords comparatively inexpensive entry into motor delivery, and one van cmi always be supplemented by others later on. In the public service there is perhaps no field larger than that of the Post Office; and though one constantly reads of motor vehicles in Post Office service abroad our own department has approached the subject with great caution, so that though heavy vehicles are now running for it successfully, we have no sufficient data yet to show whether any of the small vans tested have come up to expectations. It is, indeed, a most exacting test of a motor vehicle to be continually run at full power, perhaps overloaded, in all weathers, and often with little attention and cleaning—a test which only those with experience of the extraordinary results sometimes evidenced in the wear of bearings, gear wheels, etc., can hope to successfully withstand by paying due Lregard to necessities in designing. In the writer's opinion, the pleasure car chassis does not seem to be the true solution, but something rather in the nature of a compromise; and there is no doubt that builders wig achieve better results with their vans after extended periods of service.
In conclusion, motor van buyers have the ultimate solution largely in their own hands by refusing to purchase vehicles which are obviously not constructed with due regard to their requirements. If this is done, proper attention given to suitable van, and a conscientious and capable driver obtained, success is sure to follow. The question of drivers will afford its own solution in time ; meanwhile, the owner or buyer of a motor van should, before finally engaging a driver, go out with him and thus gauge his capabilities.
A Plea for the Pleasure Chassis : by Ernest J. Harris.
There does not seem any valid objection to the employment of the pleasure car chassis for the purpose of light: delivery work. The vehicle I have in mind would be used for light loads only—say up to Ocwts., or about the equivalent of tour persons—while the conditions under which it would be run
would in the majority ot cases be far easier than those met with during ordinary touring. Objection may be taken to this statement on the ground that running in traffic (the principal purpose of a delivery van) is harder upon a car than running upon ordinary country roads; but this, I think, is mostly imaginary. Firstly, the grades met with in the larger towns are seldom as severe as those found in the country; secondly, the road surface, part iculaily in London,
is very much superior ; thirdly, the manipulation of the car presents no difficulty to a competent driver; and lastly, the reduced speed of running would materially lengthen the life of the car. Accidents, breakdowns, punctures, etc., almost invariably happen in the country; and this is not, as may be supposed, entirely due to the fact that the greater number of cars are run in the country, but to the fact that the conditions under which they run are really much more severe on country roads than in traffic.
In regard to tyres, while it would be unwise to pronounce definitely one way or the other, I must confess that I see no insuperable objection to the employment of pneumatics. It must be remembered that we are here dealing with a chassis designed to run on tyres of this description, and I cannot but think that to employ solid rubber tyres, with their greater demand upon the strength of the frame and transmission gear, would be to court disaster. The life of solid rubber tyres is, roughly, about 10,000 miles. The life of pneumatic tyres, with the risk of puncture reduced to a minimum and excessive wear due to bad road surface practically eliminated (as in towns), is about the same, while there is no question whatever as to The increased life of engine and gears consequent upon their use. It is probable, however, that solid tyres of generous section on the driving wheels, and pneumatic tyres on the front wheels, would be found the most useful combination in practice.
Of the van body little need be said. It should, of course, be built to suit the particular class of business for which it will be required; with this proviso, neatness of design is as desirable with a delivery van as with a pleasure car, and need in no way affect its utility. Neither should it be too heavy. Such a delivery van as suggested in the foregoing would -prove of very great use to the large number of drapery and costumiers in London (not to mention other important cities), effecting, as it would, considerable saving both of time and money To those who may be threatened with the danger of over-production in the pleasure car trade the hint here given may prove of considerable value, as it must be admitted that the light delivery van has in it all the elements of a commercial success.
The success will be in proportion to the attention the manufacturer cares to devote to this special branch of the trade. And bearing always in mind the disadvantages which might result from the use of a pleasure chassis for trade purposes, the maker must impress the buyer with two important facts. Maximum load should never be exceeded, and when pneumatic tyres show wear they should be immediately repaired.
The Future of Light Vans.
By the Hon. C. S. Rolls.
IL is to be regretted that the use of light motor vans was not until recently attended with any real success, but the reason for this is not far to seek. Manufaurers were so busily occupied with pleasure vehicles that they were unable or disinclined to turn their attentIon to a special design of chassis to meet the requirements of the mocor van user. They contented themselves with taking their standard chassis —constructed to carry four or five persons—and subjecting it to stand a load of abouz a ton or so, with the result that it was only a matter of a few months before the bearings, suspension and transmission gear gave out. The owner then found his cost ot upkeep, even for the work done, comparing unfavourably with horses. These experiences were not due to any inherent defects in the system of motor Lransport ; and there can be no doubt, to my mind, that the introduction of properly designed motor vans will so revolutionise the present methods of collecting and distributing goods as to materially assist the trade and commerce of the country at large. I have no doubt that this type of the commercial motor—the tradesman's van to carry, say, scwt. to 2ocwt.-will receive special encouragement and care in the columns of " THE COMMERCIAL MOTOR."
The potential development of the motor " job-master " is really interesting. I think that the day has now arrived when hiring companies are justified in purchasing motor vans and lorries for this purpose. Hitherto, the change of types has been too frequent, and the uncertainty of performance too marked; but I am convinced that the time is now ripe for a very big move in this direction. An increase of such facilities, by the wide establishment of companies to undertake hiring and contract work, will benelit not only the promoters but the commercial world as a whole, including the motor manufacturer. The promoters of such a scheme will find no lack of custom, for practically every tradesman will be ready to give them work and to use their motors as a means of testing for himself what can actually be accomplished in his own service. Given success, orders for motor vans will Follow; and even in the event of failure to work more economically than existing methods, a dissatisfied owner will not be created. The trial can be made at practically no cost to the tradesman, who will certainly garage his own van with, and have it maintained by, the "job-master " if he buys one. There are many firms who have a strong belief in the motor delivery van, and while
they will not take the plunge, %vial its accompanying expenditure of capital, they would be perfectly willing to " try their luck " for a month or two with a hired motor. There is no reason to suppose that the proportion of those who make the experiment with negative results will be large, whilst too numerous instances ot dissatisfaction would render the work untemunerative to the owner of the vans. Where the likelihood of sales do not appear great, the hiring rate might very well be increased, but a close quotation could be given where the trial seemed pretty certain to result in a purchase. There are few cases where failure to heat hordes will occur, provided the work is sufficient to give the motor a fair mileage per day. Twenty per cent. of London and town deliveries can, perhaps, be done better in the oldfashioned way.
The light delivery van illustrated below is marketed by Messrs. S. F. Edge, Ltd., of 14, New Ilurlinoton Street, London, W., and has been specially designed to carry medium loads. Although following the general lines so familiar to users of Gladiator pleasure cars, it must not be supposed that this is merely a car chassis with a van body attached. Every portion has been strengthened to withstand the strains imposed by commercial work, and, in particular, the springs, axles, and gears have received very careful. attention. The engine is a two-cylinder vertical, and has all the working portions enclosed in oil-tight and dust-proof aluminium cases. A large fly-wheel is carried upon the exterior portion of the crank shaft, and this forms the external member of the leather-covered cone clutch. The gear box, containing sliding spur wheels, giving three forward speeds and a reverse (direct drive on top speed) is oil-tight. The single change-speed lever works on a quadrant to the right of the driver_ The differential is within the gear box upon the counter shaft, and the drive is taken from the latter to the rear wheels by means of two side roller chains. The three brakes are extremely powerful : two of these are upon the rear wheel hubs, and are actuated by a side lever upon a ratchet quadrant adjacent to the change-speed lever, whilst the third brake, upon the propeller shaft, is controlled by a pedal. These brakes are all of the external contracting type. Ignition is secured ly a high-speed trembling coil, worked from an accumulator, with a wipe contact breaker. The ignition and throttle control levers are brought up to the steering wheel, Engine lubrication is obtained from a set of sight-feed drip lubricators connected to an oil reservoir carried upon the dashboard. The petrol supply suffices for about too miles of continuous running. With a full load, speeds up to 22 miles are well within the capacity of the engine, and a gradient of 12 per cent, is not too much for it to tackle. The tyres fitted as a standard are Dunlops, 32 by Min., but solids can be fitted to either the rear pair or all four wheels. The vendors inform us that similar vehicles to the one illustrated have run many thousands of miles and are in constant use by their owners. Three have been running in Cork since the beginning of 1903, and others in various parts of he country have rendered good. service to their buyers. The van shown herewith is only one of many types sold by Messrs. S. F. Edge, Ltd., as their output comprises heavy lorries, omnibuses, etc., etc., of all engine
powers up to the highest possible the heaviest work could demand. As illustrating the variety of purposes to which carrying by internal combustion engines can be applied, we might instance a large traveling horse box, built some three years ago for a well-known owner of racehorses, to take the place of the railway horse box in getting from headquarters at Newmarket to the different race meetings throughout the country. This has proved very successful in its novel