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TRANSPORT TIPS FOR TRADESMEN.

30th November 1920
Page 15
Page 15, 30th November 1920 — TRANSPORT TIPS FOR TRADESMEN.
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Which of the following most accurately describes the problem?

Particularly Addressed to Those Who are Replacing Horsed Vehicles by Motors, or Contemplating So Doing.

TO VERY MANY traders the weeks immediately preceding Christmas and those which synchronize•with the New Year sales form one of the heaviest rush periods of the year. It is, of course, at such periods that motors can show to the fullest possible advantage their superiority over horsed traffic. Perhaps, this superiority is even more noticeable in trades the rush periods of which occur at the height of the summer, as, for instance, those concerned with the distribution of beer or mineral waters.. In these latter cases, the rush occurs just when, owing to excessive heat, the working capacity of the horse is reduced to a minimum. In the winter, the position is not quite the same, unless it happens that, when the rush is on, the roads are in a peculiarly heavy condition.

Foreseeing Rush Periods.

The purpose of this note is, however, to remind traders that they cannot expect to get the fullest advantages out of their vehicles at rush periods unless they exercise foresight. Every vehicle requires periodical overhaul, and if such is due, or overdue, just when the rush begins, the risk of breakdown and consequent serious dislocation of delivery arrangementsis evidently appreciably increased. Conse quently, behoves motor owners, who .anticipate a rush, to have their vehicles very carefully over hauled, and not only see that nothing doing at the moment, but also that every part is in such condition as to ensure, so far as is humanly possible; that it will stand prolonged and specially heavy strain. The loss of days during which the vehicle is in garage for overhaul may, during a normal period, . represent something far less serious than the loss of the same number of hours during a rush period, when every minute is of value and when the slightest failure nay lead to dissatisfaction amongst numerous customers and the permanent loss of much valuable business.

Winter Fuel Consumption.

Traders who have not sufficient experience to make the fact self-evident to them, must not be'surprised if they find that the petrol consumption of their vans increases very materially during the winter months. So long as the weather is crisp and the roads hard, there is no reason why there should be a serious increase. Some slight loss of economy may, however, occur in frosty weather on account of the radiating system, by means of which the circulating water is cooled, becoming unnecessarily effective. If a radiator is adequate to prevent boiling during a long run under full load iii summer, it stands to ..reason it will keep the water very much below boiling point in frosty weather. The consequence is, of course, that an unnecessary amount of heat is drawn by the water from the cylinder walls and the efficiency of the engine is, to a little degree, diminished. In such cases it may be worth while to remove the fan belt, whilst yet another expedient is to shield a portion of the radiator so as, in effect, to reduce its area. There are devioes on the market, somewhat in the reature of a venetian blind, to be elaeed in front of the radiator and having provision by means of which its slats can be turned so as either to permit free passage of air, or else partially or wholly to close the passage. Such a device may be operated by hand, but there are examples in which the movement of the shutters is controlled by a thermostatic valve. When the water gets very hot, its effect upon the valve leads to a movement which opens the shutters. When the water grows cooler, a reverse movement takes place. Another cause ef slight loss of efficiency in winter may be that in cold weather engines are, as a rule, much more difficult to start. The result is that a driver, fearing this difficulty, will, when be has once got his engine running, keep it turning over at a speed which renders it very unlikely that the engine will stop while the car is standing. If he has to wait a quarter of an hour or so before proceeding, he will again leave his engine running on account of the probable difficulty of restarting when it has cooled. In hot weather, on the other hand, restarting is usually an easy matter, and the driver is, therefore, less likely to shirk -the slight manual labour which is involved. The main cause of inferior economy in winter is, however, obviously, the generally heavy condition of the roads. Coupled with this, in some cases, is the fact that town traffic. is apt to be very congested round about Christmas time. This, of course, means frequent traffic delays and a consequent loss of fuel economy,

The Driver and the Brakes.

It is always difficult for an employer to form an accurate judgment of the competence of his men if their work is such that the bulk of it must necessarily be carried on at a distance from his premises. In such circumstance's, the men cannot be supervised except at very great expense. Outside inspectors or supervisors may be employed by a large omnibus company, but, obviously, cannot reasonably be employed by a trader owning two or three vans. It is, therefore, very difficult for the van owner to assess the value of his drivers except by the probably expensive process of waiting to see whether they do a great deal of injury to the vehicles they handle. Perhaps, the first indications may be looked for in the tyres and the brakes, particularly if the bulk of the work consists of driving in traffic. Tyre wear alone is not a. very sure guide, since the quality of tyres, apparently identical, may vary considerably, and some roads are very much more destructive to tyres than others, without being obviously rough. If, however, rapid tyre wear is accompanied by rapid wear of brake lining there is, at least, a strong probability that the driver is more or less inefficient. It is only necessary to watch what happens when a policeman holds up a line of traffic to see how differently drivers behave in the same circumstances. One will maintain speed and keep his engine driving until he is lose up to the standing line of vehicles, when he will apply his brakes sharply. Another will throttle down his engine and take out his clutch some time before he reaches the standing vehicles, so that only the slightest, touch of the brake is necessary to bring his machine to a standstill. This second man will not only save petrol, tyres, and brakes, but will put smaller stresses on every part of the structure of his chassis. Moreover, while, gaining these advantages, he will lose practically nothing in respect of average speed from point to point.

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