A New Field for the Haulier
Page 57
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THE haulier wl.o is looking for some method whereby he can expand his business and justify applications for additional tonnage, yet avoid giving opportunity for reasonable objection by the railways or even by competing hauliers, may well consider the potentialities of the, electric vehicle. It should even be possible for newcomers to join the industry in this way by exploiting a new field of endeavour, yet one which can show ample plea of reasonable need.
First, let me emphasize that the modern electric vehicle is a perfectly satisfactory machine for haulage operation, provided that the work to which it is put is within its scope and that the vehicle and, in particular, its battery are given the meagre, yet necessary, aftention described elsewhere in this issue.
A Limitation that Must be Observed.
The limitation most emphatically to be observed is that of mileage per charge of the battery. Within that limit, the electric vehicle is peculiarly well adapted for such work as local distribution of meat, bread, milk, groceries and the like.
It is particularly economical to operate and thus affords the haulier an opportunity to offer his services to these tradesmen, making the claim of being able to satisfy their reasonable delivery requirements, as well as, and probably better than, they can do themselves and at less cost. In that connection, he can, in the first place, be sure that he has a vehicle which is cheaper to run than a petrol van and actually more economical than a horse-drawn vehicle, having in mind the conditions of use.
In the second place, by judiciously spreading his day's work over the delivery rounds of three or more different classes of customer, he can operate more economically than any of them.
A conveniently planned' day's work would compi ise the folldwing :—From 6 a.m. to 9 a.m., the delivery of either bread or milk ; in the forenoon, from 10 a.m. to 12 noon or, maybe, 1 p.m,. the distribution of groceries or butcher's meat, and from '2 p.m. to 5.30 p.m., that of beer, wine and spirits or confectionery. It should be observed that, in this scheme, I have not overlooked the need for compliance with the statutory limitation of drivers' hours.
Overcoming the Risk of Overlapping.
It may be objected that there will he risk of overlapping, that sometimes the local off-licence proprietor wants deliveries made in the morning and that the grocer may have something to deliver in the afternoon. This objection can easily be overcome, because it is practically certain that the ground 'covered will be about the same in all cases and there is nothing to prevent an occasional dozen bottles of beer being included in the morning's round which, theoretically, is to be devoted to the services of the grocer or butcher.
The next question—of equal practical importance—is that relating to the daily mileage and the likelihood of completing a day's work without overtaxing the mileage capacity of the battery. There, quite bluntly, I would state that the work should not be attempted, using one battery alone. A spare battery Must he acquired and the vehicle chosen must be one in which it is easy to replace or exchange the batteries.
The average advertised limit of mileage for a 12-cwt. to
15-cwt. machine is 40/50. If I assume 35 as the safe mileage, without any, risk of the vehicle being stranded, then two batteries will be sufficient, since a day's work• is not 'likely to exeCed 70 miles. Arrangements must be made for the battery to be changed when the first 35 miles have been completed and both batteries 'must be fully charged each night.
Now there is the question of cost. A suitable. vehicle, with a body adapted for all the purposes specified above, can be bought for £200 without battery. The batteries will cost 2.140 each approximately. The charging apparatus, including fixing, will involve an expenditure of about 250. So much for the initial outlay. The operating costs will be as follow :Tax, £15 per annum, wages (having in mind that a good man will be required, capable of using discretion in effecting deliveries of goods for several clients), £160; insurance, £10; garage rent, £15; interest on first cost, 220; battery renewals and maintenance (two batteries) and maintenance of charging apparatus, A80. The total is 2300 per annum, which is nearly 26 per week.
Arriving at Running Costs Per Mile.
The running costs pet mile will average the following:— Current. 0.350.; tyres, 0 14d.; maintenance, 0.18d. ; and depreciation, 0.500. The total is 1.17d., which is 408d. per week on the basis of a 400-mile week. That is, as near as makes no matter, £2 per week, so that the total operating cost is ZS per week. Add £.1 per week for establishment charges and £3 per week for profit. and the earnings necessary, if this project is to show the operator a reasonable return for his enterprise, amount to 2.12 per week. if that amount be divided equally amongst the three customers concerned, they will each have to pay £4 per week. – The question arises, is it going to be possible for the operator to persuade the local tradesman to take advantage of his services at that figure.
First, let us examine the direct comparison of cost. Most of the potential clients will have in mind the petrol vehicle and if they be, as is. most likely, operating 10-cwt, vans, their expenditure will be about 25 per week, The standing charges, including a wage of not less than 22 10s. per week for the driver, will total £3 6s. 6d. per week.
What is Saved by the Haulier's Services.
The mileage of each will approximate to 240, for there is a good deal of waste mileage covered in connection with local trade deliveries and that will cost approximately iv. per mile, which is a further 21 15s. per week. The total of standing charges and running costs is thus £5 is. 60. per week, showing a possible saving, with the haulage contractor's services, of 21 1s. 6d. per week.
In addition, the haulier is able to offer the advantage, which is becoming more and more important, of liberating the tradesman from the necessity of having to comply with current regulations governing "the employment of road motors.
The difficulty of meeting the objection that, by using a haulier's vehicle, the local tradesman would be deprived of the advertisement given by the use of his owu vehicle, can be overcome by the haulier's agreeing to carry neatly inscribed boards on which are written the name and address and telephone number of the tradesman for whom he is, at any time, operating. S.T.R.