THE HAULIERS' INQUIRE WITHIN.
Page 15
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WHENEVER the tables of running costs are revised and republished, I always receive a number of letters criticising them_ Hitherto, these communications have all been from manufacturers, claiming that my cost figures are too high, or that they favour one type of vehicle as against another. At different times it has been stated that I have shown favour (a) towards petrol vehicles ; (b) towards electric vehicles; and (c) towards steamers, so that, on balance (since apparently I show favour to all), I think I may assume that I am, not far out.
As a matter of fact, however, I am not out, in these articles, or in connection with the tables of running costs, to please any manufacturer, or all of them. I hold no brief for any maker, or for any group of makers. It is n.0 part of my business to sell commercial motors. I am interested only in the users' side of the matter. Consequently, letters from manufacturers call only for courtesy replies, not for argument. This year, however, I received a letter from an experienced user who keeps very accurate records of costs.. He wrote to say he was in agreement with all my figures, except those which purported to give cost of maintenance.
Now, the letter was non-committal. It. did not, as a matter of fact, state whether, in the opinion of the writer, my figures were higher or lower than his. I judged, however, that. they were lower, and in any event, decided to gd and see this particular user—it is always of interest to get into touch with someone who really does keep a record of his costs.
Special Uses Entail High Maintenance.
When I arrived, I found that my surmise was correct: hiti maintenance costs were higher than mine, and I discovered so many other interesting things, things which concern all types of users of commercial vehicles, that I decided there and then to make the interview the subject. of my next article. In view of the need for maintaining confidence, there are certain particulars I must withhold.
In the first place I must explain that this correspondent was not a small haulier, but a distributor of a product.. He owned a good many vehicles, and the actual good name of his goods, the very life of his business, depended upon its effective distribution. They were good which, if not immediately available anywhere, on demand, and without delay, would fail to be of service, and his whole business would die a natural and not too lingering death. ' The whole business, in fact, depends, for its success, upon the existence of efficient road transport. It is important that I mention this, because it emphasizes the fact that this particular user cannot afford to take risks. It would not be fair to state • that the eonditions are such that the transport vehicles must be maintained at a certain pitch of efficiency at all costs, hut, it is correct to say that the saving of a fraction of a penny per mile in running costs, at the expense of occasional failures in delivery, would be truly regarded as an example of the policy of being penny wise and pound foolish.
It is clear, therefore, that, whereas the ordinary man, owning his own lorry, or perhaps a. couple ior more, and doing ordinary haulage, would,--going over his chassis, or bodywork, considers in reference to any particular component, whether, for the Sake of economy in upkeep, he could allow it to run a little longer without overhaul and replacement of parts, this company would, fox the sake-of its' trans.port, decide always in favour of immediate overhaul. The maintenance cost of its vehicles would,
therefore, even in the long run, be higher than those of the ordinary user.
Then there was the circumstance that the goods carried were detrimental to paint. Not only was the paint rapidly deteriorated as the result of the conveyance of the goods, but in order that it might stand at all, it had to be paint of a very expensive kind. Further, the colour was one liable to show dirt and, in addition, it was essential, for the reputation of the company, and as a means of advertising, that its vehicles should always be kept spiat and span, presenting an air of well-being.
The fleet of vehicles had been got together hurriedly, and consisted, in the main, of second-hand. machines, which were not in the best of condition when put into service. They were approaching that condition, as the result of expensive overhauls, on the occasion of my visit, lit the meantime, too, a considerable number of minor and detail improvements had been effected, one by one, in the vehicles. All the expense of these improvements had been charged against maintenance.
There are, therefore, several reasons why the maintenance costs of these fleets should be higher than the average, and yet all has not been said. There are several smaller matters, all tending in the same direction ; for example, one of the essential features of the bodies with which all are fitted is very liable to damage in the event of even a slight collision, and unfortunately the repair of this part, which may never be postponed, is expensive.
Finally, every vehicle of the fleet is equipped with electric lighting, and I am informed that the average cost of maintenance of this equipment alone is 0.4d. per mile!
There was a little difference, I found, between my figures and those of this company, in respect of depreciation. Apart from the fact that they found it necessary, for accountancy reasons, to enter this item as a standing charge, as a certain percentage loss, per annum, in the original cost of the vehicle, they joined issue with me because my figures were based on current prices, whereas the fact is, as they pointed out, that they, in company with many other users, bought at a higher figure. Admitting the truth of this, it is nevertheless essential that my figures be kept up to date in that respect. Any reader, following the particulars which I give of the way I arrive at the figures, can oorrect them in accordance with the prices he has actually paid. I always, in compiling these tables, revise the, figures for depreciation and interest in accordance with current prices.
Total Costs the Same.
The most astonishing thing, however—astonishing that is at first sight—was that the company's total operating costs per vehicle mile were almost exactly the same as mine. Eventually, I discovered this to he due to the very economical fuel consumption of all their vehicles, so much as Si and 9 miles per gallon being average consumptions of four-ton lorries.
This I attribute to three causes. First, the fuel used is a. mixture of benzole and petrol, in equal proportions, which seems to give a slightly better mileage than petrol alone. Second: eareful'daily records are kept, and any tendency to increased consumption on the part of any vehicle is noted at once. The cause is ascertained immediately, and removed forthwith. Third: I should _imagine that the Increased expenditure on maintenance has the effect of keeping the chassis in such good condition that. it natur.
ally needs less fuel. TEE SKOwli.