The Van Trials.
Page 1
Page 2
If you've noticed an error in this article please click here to report it so we can fix it.
In another part of this number we publish the regulations for the light delivery van trials which were issued by the Automobile Club on Friday last. It will be observed that the rules and conditions are announced as being provisional, but it may be taken for granted that the general outline of the trials will not differ materially from what is now made public. We understand that it was decided to make use of the word " provisional " in order to leave open a means of incorporating any amendments should changes be deemed necessary by the Club committee. We have had occasion to deal with this important question of a competition for commercial vehicles four times already, and we welcome the appearance of the long-delayed circular containing the particulars, but we observe that the terms of the principal regulations are exceedingly elastic in their nature and open to almost any construction which the Club may care to put upon themTo this, of course, there is no serious objections, but it obviously indicates the postponement of attention to the actual details of organisation. For example, Regulation 2 provides that the vehicles may be run without loads during part of the trials, and that a certain number of stops shall be made as may be directed. Regulation 3 suggests a change of depots and localities, whilst Regulation s indicates that the loads have not yet been determined upon. Again, the preparation of the entry forms has been reserved, probably to cover the introduction of such further regulations as may be found necessary in the interval, the normal time for their reception being fixed for 12 o'clock noon on Wednesday, July 26th—seven weeks hence—after which date the fees will be increased by 25 per cent. It is in connection with the awards that the greatest latitude appears to extend, for no statement is made as to the relative value attaching to each of the nineteen points that will be taken into consideration by the judges, and it is here that we anticipate the necessity for some declaration at an early date by the Club, so as to place the proposed system of marking on a basis that may be appreciated by competitors. It is highly desirable to get rid of the appearance of uncertainty, for manufacturers and judges alike, especially in regard to the medals. As for ourselves, we regret that the zone system of marking advocated in our issue of April 27th, page 138 ante, has not found favour.
The amount of the entrance fees is by no means excessive, taking into account the amount of work to be done. It is also satisfactory to note that the Society of Motor Manufacturers and Traders has contributed the sum of Z'acio towards the cost of the trials, and that Messrs. W. H. Smith and Son have supported the expenses by a donation of £23. In all likelihood, other donations will be forthcoming if the Club finds it necessary to. call for them. In no case must there be any turning back. Regulation 9 provides that the Club may abandon the trials if there are insufficient entries, but of that eventuality there need be no fear. In view of the great activity which now prevails on the Continent to push the cause of commercial motors, all interests should combine to render our own trials a huge success. It is a waste of energy to criticise the conditions, because everything will hinge on organisation. There is none too long a period at the disposal of the Club officio/Is to prepare the ground in the various towns that will be visited. For example, in connection with the third Liverpool Trials, in 1901, ten influential local committees were formed at the various important places that were visited, and the same practice has been observed by the French Automobile Club in connection with its commercial motor trials, which are to begin on July 28th. The formation of these committees occupies time, for the preliminary steps require several visits, and often an address to the local Chamber of Commerce or Town Council. If local interest of this kind is not awakened, a large amount of attention which might be so drawn to the competing vehicles is not attracted, with subsequent Pass of business in many instances. The Club may easily wreck its reputation if there is any neglect of the avenues which are open to it for the benefit of the industry.
There is. perhaps, one other aspect of the regulations to which a reference should be made. The question of judges is one which will undoubtedly call for very careful handling at the hands of the Club Committee, because the decision to publish a list of the competing vehicles in their order of merit renders the task trebly exacting. Our own suggestion was that there should be a system of grouping into zones with a range of, say, so per cent, for each, instead of first and second awards in each class. In the absence of any predetermined system of marking, it will be practically impossible for the judges to come to any acceptable decisions, but we naturally conclude that such a basis will be evolved duringthe next few weeks, although it is less satisfactory to the competitors to have any uncertain element of this kind existing even tentatively_ We fail to see how the Club can expect to obtain the services of competent judges unless by defraying at least their out-of-pocket expenses, because the day has gone by when it was necessary for a man to give his services in order to foster an infant industry. There are, of course, a large number of persons who would be quite pleased to become judges with the ulterior motive of becoming acquainted with motor vehicles for commercial purposes, but we feel sure that manufacturers would not welcome any such wire-pulling. Several schemes have been sugroested to us by manufacturers. One which possesses the merit of elective influence is that a list of, say, twelve names should be approved by the Club committee, and that a jury of six or any other agreed number should then be elected by the competitors, by means of a postal ballot, on the basis of votes in proportion to the entrance fees paid. Such a course would obviate any subsequent complaints by the competitors that they had not been consulted in the election of the judges, which is in itself a very desirable result to achieve.
As to whether commercial motor trials are wanted, there can be no two opinions. The limitation of the classiiication to vehicles carrying maximum loads of eocret. will practically make the competition one for petrol vehicles, although there will probably be some half-a-dozen steam vans as well. Now the construction of steam vehicles is largely standardised, in any event as regards the main points of desiot, whereas petrol vehicles for commercial purposes have yet to go through a number of modifications. We do not mean that serviceable machines fitted with internal combustion engines are not to be purchased to-day in many directions, but no opportunity has been given in this country, since the 1901 Liverpool Trials, when two eocwt. petrol lorries took part, for a public demonstration of what can be achieved by the new means of locomotion with high-speed road vehicles. We know that the Automobile Club is ready to consider any suggestion that may be put forward by manufacturers to add to the success which should attend the competition it has announced, and any criticisms which we may pass upon the proposals for carrying out the tests are solely with a view to secure all possible benefit for the industry. Criticism never yet did harm to any institution or individual, but we shall certainly not be guilty of mere idle abuse, which is not only ungentlemanly, but also splenetic, such as has appeared elsewhere.
The commercial motor industry asks for publicity and the facilities to show that business vehicles can perform satisfactorily. It is of no account to suggest that enough references to users of vans are available to render a competition of this class unnecessary. Nothing can equal the advertisement for the whole movement which is to be secured by a public contest of the kind we have every reason to believe will result from the efforts of the Club. If the tests and the awards are to possess their full value, no opportunity for co-operation should be lost sight of, and we exhort all interests to work together to achieve a measure of success for the trials which will demonstrate how Great Britain stands easily first in the realm of the commercial motor.
Ourselves and Others.
"THE COMMERCIAL MOTOR is three months old to-day. Not very old, perhaps, but sufficiently so to justify our asking whether or not we have lived up to the promises contained in our preliminary announcements. We think the most convincing evidence in our favour is to be found in the strong advertisement support which is accorded us. We have not found it necessary to fill our pages by allotting space for
nothing, or next to nothing, but have preferred to adopt the sounder course of proving to the trade that it pays to take space and to make full use of it. The reason it pays in our case is because we have produced a journal which not only secures the attention of the new reader but carries with it the necessary weight and authority to convince him. Close and constant attention and energetic initiative are the factors which determine the degree of success in a journal such as this. It is easy to launch publications which merely attempt to follow a lead and nothing more The ease of securing advertisements by offering space for comparatively nothing goes without saying, but that is not the kind of foundation upon which this journal has been built, and we believe that in these days very few will be deceived by such practices.
The G.P.O. and Parcel Mails.
The arrangement concluded in the year 1883 by the late Mr. Fawcett, under which the Post Olnce agreed to pay the ttailway Companies of this country 55 per cent, of its gross receipts in respect of parcels accepted by the Post Ofhce
authorities, lapsed several years ago. It has, however,. been continued by mutual consent, although we can find no. trace in any Parliamentary paper of any formal renewal, for a specific period. The Postmaster-General finds the motor mail van a very useful lever in connection with the exorbitant proportion of his receipts which the Railway Companies take, and which was agreed under compulsion by. Mr. Fawcett only owing to his anxiety not to sacrifice the parcel post at its inauguration. When one takes into account that the Post Office does all the handling and sorting, that it conveys the hampers of parcels to the trains, and that the Railway Companies merely do the straightforward haul, there can be no question as to the handsome profit which the railways are deriving from their guaranteed share of the postages paid by the people of this country for parcel mails. We think that contractors and others who enter into contracts with the Postmaster-General for the conveyance of parcels by road should not lose sight of this 55 per cent of the total postages, because that is the best arrangement obtainable where rail conveyance is concerned. It is true that considerable savings have been effected by the use of horse-drawn vans between points where the traffic is sufficiently steady, but the introduction of motors will compete as well over longer distances and in more numerous instances. It will be a matter for regret if motor mail contractors commit the mistake of competing with one another too eagerly at the present time, without regard to the other less favourable alternatives before the postal authorities. Another point which we have heard mentioned in connection with this matter of parcel mail conveyance is a grumble from a railway official that, as the Railway Companies do not now receive the 55 per cent. on an all-round basis, they should not continue to accept it for such trips as, say, from Southampton to Aberdeen. We are convinced that any idea of retaliation is to be dismissed, for the payment is so good that the Railway Companies' will hardly seek to disturb it in any direction whatever. A rate exceeding ;65 a ton is hard to obtain nowadays, in addition to which a large part of the revenue from parcel mails is secured by the use of vans which would be otherwise travelling about with a lessened content.
The Postmaster-General, of course, has no intention to deviate from the policy of his department as regards ownership of vehicles, for not a single van belongs to the Government; whilst the old horse contractors, who are now alive to the need of up-to-date methods, are moving to adopt mechanical traction. Thus it appears that a plethora of choice is open to the postal authorities.