The Roads for Commerces—Article III.
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By Manchester Trader.
It has been asserted in this journal, recently and rightly, that the three classes of motor vehicle—the tractor, the steam lorry, and the petrol lorry—have each their own sphere of activity. In the case of the heavy tractors, their use and services are undeniable. The hauling of boilers and such heavy and unwieldy material, from works to works direct, is a big boon to traders, and the old service of carting from works to the local station, the unloading and reloading to railway trucks, with like service at the other end (perhaps 10 miles away), and the final cartage to works at the destination end, is gradually vanishing and may be left. to effect its own evolution.
There are two distinct aspects of motor-vehicle carrying applicable to both steam and petrol vehicles.: the one is from the point of view of the trader-owner ; the other is from that of the carrier. Costs, of course, are bound to be different in each case. The trader should have, under good management, considerably less outlay than the carrier, who is faced with all charges at about their maximum, and who is dependent upon carrying alone for his profit.
The Steam Lorry.
Let us take for our first example the steam lorry on steel tires carrying five tons on its own platform, and owned by a trader. For the purpose of safety, a figure of 12d. per vehicle-mile run, for an average weekly mileage of 200, may be taken as well covering all the increased costs owing to the war. This adds 20 per cent, to the usual figure of 10d. per vehicle-mile. Taking 30-35 miles for a full day's running, we get a single run, easily performed, of, say, 18 miles out. Goods carried by rail this distance represent "collected and delivered" rates approximately as follow :—
Per Ton.
Goods under Class 1 of the Railway classifi cation 10s. Od. Goods under Class 2 of the Railway Classifi
tion us. ad. Goods under Class 3 of the Railway Classifi cation 13s. 4d.
.The out-and-home journey of a motor vehicle for the 36 miles costs, at 12d. per mile, El 16s., independently of the class of goods. The earnings, based on rail costs, would be £2 10s., 22 18s. 4c1., and 23 6s. 8d., respectively, for five-ton loads. This may be taken as the highest and lowest estimate of cost and earning of a single five-ton lorry without trailer. It does not take into account such possibilities as return loads of goods or empties, or, in the event of returning empty, the carrying of a load to a local station or customer. In the hands of a capable driver, the return time of arrival from such a journey should be about 4 p.m., on a start-out of, say, 7 a.m.
For clearer comprehension the figures above may be shown as follow :- The above figures represent part of the possibilities of the work of a, five-ton steam lorry on steel tires without trailer, and, where sufficient tonnage is avails C26 able, almost without organization. After this comes the question of increased increment in the way of returned empties, return full loads, round trips, or, as named before, the possibility of an extra short journey, either before or after the long trip for the day is to be or has been done. Then comes the potent factor of the trailer.
Adding a trailer to the figures above, with three tons only upon it, converts the day's work into one with an eight-ton load. This represents earnings, on ths same basis, of
2000 tons per year at 10s., 21000. 2000 tons per year at us. 8d. £1166 I3s. 4d. 2000 tons per ye-ar at 13s. 4d.', 21333 6s. 8d.
with £50 added to the 2450 for running costs of tits lorry for the extra cost of hauling the trailer, making 2500 total, and we find the margin of profit so good sa to provide for any emergency which could arise it additional and unlocked-for costs, due to carelessnest and bad driving, or increases in the prices of Jerrie: and maintenance. It will also be noted that provisiox is only made here, as a safe basis, for running fiv( days per week. A good driver and mate will manage generally, with only one half-day per fortnight foi cleaning and overhaul, so that there may be a litth
i
margin more for profit n au extra half-day, Saturday being worked under load.
The Case of a Contractor.
At the outset of this article on the steam lorry, i was pointed out that costs of the trader-owner and the carrier must vary. The higher cost, naturally falls upon the carrier. It should be borne in min( here that cost in the case of the trader-owner has bees taken at 2450 for 9000 miles running per annum, am it is therefore on cost that the figure for the carrier owner should be taken. Let us take an estimate o 25 per cent. increase in cost to a carrier-owner. [W• do not regard this as enough.—En.] We thus hay, added to the trader-owner's cost of £450 anothe] £112 10s., making a total of 2562 10s. This figure stil leaves a margin of profit, on the Class 1 rail charges of 262 10s. on the year's work—not a great figure but in the case of Classes 2 and 3 traffic we get prc fits of 2166 13s. 44. and 2270 16s. 8d. Here we ge down to the " bones " of carrying for profit, and i may be taken as a rule that, as on the railways de larger the quantity carried the lower the charges, th carrier must go for weight, and cater for motor-and trailer loads in the lower, ie cheaper, classes o goods. As, also, carrying is his business, he mus also organize more than the trader-cwner has need t do in the way of return loads and round trips, sue. as a load from A to B, another from B to C. an another from C to A (home). The possibilities in thi direction are enormous ; they have hardly bee tapped. It goes without saying that whenever . trader-owner has sufficient traffic to keep a motor an trailer going, his profits, like those of the carriei owner, are correspondingly higher. The contract° has to cover all risks, contingencies and spare vehicle out of his revenue, and to bear the cost of supervisio and management. He cannot omit them. A most important point to remember is, that nol withstanding the different " classes " charged by.th railway companies, the motor, or motor and trailei as a unit, is not " saddled " with much, if any, extr cost for carrying the highest " classes " than eithe is for the lowest. Conditions of loading and ur loading have all to be studied and organized—sys terns of interchangeable " flats " for cloth, box-van for lighter goods. In fact, as much interest ha to be taken in the carriage of, the goods as in gettin the orders for them if success is to be assured.