Local Delivery by Electric Van.
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The 60-Vehicle Fleet of Harrods Stores and Its Work.
r HE COMMERCIAL SUCCESS of a depart
efficiency of its delivery service. This is more particularly pronounced during these stressful days than during the halcyon times of peace, owing to the more extensive use of the telephone between home and shop, coupled with the demand for expeditious delivery, which becomes all the more accentuated when provisions are involved.
Delivery naturally divides itself into two categories —local or short distance, say, up to a radius of 10-25 miles, and long distance, which embraces all work exceeding the 25 miles limit. But as the radius of the short distance area is reduced the traffic becomes denser, because naturally the business in perishable goods increases the nearer the distributing centre is approached.
Under the circumstances, therefore, the question of
providing the most prompt delivery at the minimum of cost,assumes a greater significance than might be generally supposed. For the most part, at least in pre-war days, the horse was generally preferred as -We ideal means of fulfilling this requirement, the peculiarities characteristiceol cosagesteel.eity traffic, with its blocks, delays and hold-ups re-acting against economic petrol traction.. But' the horse-drawn delivery vehicle suffers from one inherent disability—the st4ying power of the "oats and hay" motor, which in turn affects delivery capacity and efficiency. Although these essential factors are somewhat low, nevertheless, under the prevailing conditions the work can be carried out with comparative economy. Speeding-up local, delivery was the problem which demanded the earnest attention of Harrods StOres some six years ago. The situation had reached such a pitch as to call for some more satisfactory form of power than the horse. During his visit to the United States in 1913. Sir Woedman Rurbidge made a special investigation of the local delivery services of the leading American departmental stores, and thus came to close quarters with electric traction. Observing that the conions in American cities were broadly analogous with those reigning in London, and impressed with the low cost combined with expedition which this method of propulsion offered, he decided to introduce the system into the metropolis in connection with the company with which he is so intimately identified.
The Harrods electric fleet was inaugurated in 19/3 with ten or a dozen vehicles ranging from 10 cwt. to 2-tons carrying capacity. To-day the „fleet numbers 60 vehicles all told. They are exclusively of American design and construction and the prominent American manufacturers specialising in this field are well represented, the names of Walker, General Motors, Detroit Landsen, and others figuring among the b.eilders of the chassis. Furthermore, the Edison alkali oattery is wholly utilized. Electric delivery has proved a. complete success for the peculiar and especial requirements of the Stores, and this tact has received tiaditional emphasis during the war. The control of the vehicle does not. call for the high degree of skill, physical effort, nerve and powers which its petrol competitor sometimes demands., many of these vans even those of two tons rateci capacity, being handled. by women. The situation as it exists at these Stares is peculiarly adapted to electric propulsion. The firm possesses its 9wri comprehensive power plant, and electricity is probably produced at as low a cost in this house as could be. generated anywhere, so that expenditure under the heading of " fuel " ranges from 50 to 250 per cent, below that prevailing elsewhere. This is due to the fact that. the plant is kept working. under approximately full load for nearly onehalf of the 24 hours, while, moreover, the overhead charges being lower than those of a public supply station, and the question of profit on current not arising, the relatively small call for current for the batteries can be met at a very low cost, even in these days with coal and other incidentals standing at an abnormally high figure.
The vehicles are rated to cover round journeys up to 50 miles-25 out and home respectively--the maximum speed being 25 miles an hour, although, of course, the average normal speed is much lower from the character of the duty fulfilled, ne.cessita.ting extremely frequent stops which are inseparable from house to house delivery. The average working day is about seven hours, and, although the maximum mileage per battery charge ranges froni138 to 50 miles, this is seldom approached, except perhaps in connection with the tralge, in the more remote suburban districts, the average being in the neighbourhood of 20 miles a day. It must not be forgotten that an appreciable proportion of the working time is devoted to loading up, which again is a grossly fluctuating faelor arising .from the extraordin,ary miscellany of goods handled by a large departmental store.
The system peactised is one which has been evolved as best meeting the conditions of the business. Battery charging is carried out during the night, the time required varying from four to five hours_ The first vans to go into service are those which are called upon to proceed to the early markets, these leaving the Stores about 3 a.m. Upon their return the bat-. teries of these vehicles may possibly be put on charge again so-as to be ready for any call that may be made upon them later during the day. Generally speaking, the one, or night, charge sttffices a, vehicle for the whole day, boosting being very rarely practised. The work imposed upon the fleet may be gathered from the recital of a few details. During the day the vehicles handle about 8000 parcels, the variety of which is infinite. During the Christmas season the traffic is increased by some 25 per cent., an average of 10,000 parcels being delivered daily during the rush. The aggregate annual run of the fleet is 350,000 pliles. On the -basis of a 300 days working year this brings the average daily 'run per vehicle to
fraction below 20 miles.
So far as working costs are concerned it is difficult to advance any figures which could be considered of benefit to electric vehicle users generally. But they closely coincide with general experience, save in the item of current, which is obtainable at a very low rate. The situation from the point of view of the Stores is possibly the Most illuminating guide in this ‹,ennection. The problem confronting the business is to give a pronipt delivery service at the lowest possible cost. This is fully achieved by electricity : so far as present knowledge is available there is no other form of traction, either animal or power, which is able to meet this requirement to satisfy the conditions which prevail, and to fulfil the service demanded at such a low figure as the current presents.
The only two outstanding items which may influence costs of operation adversely are batteries and tyres, and in both instances the element of bad luck may be encountered. The life of the battery to a great extent still remains an unknown quantity. So far as the particular business with which we are dealing is concerned it is felt that an experience spread over four years is not sufficiently prolonged to be conclusive. Battery maintenance has proved an insignificant item, and the allowances for battery depreciation have had to be constantly revised, the trend, it may be explained, obviously being downward as the years pass without renewal 'being.demanded. The same applies
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to the vehicle itself. It is difficult to set down any hard and fast alloWance for depreciation, inasmuch as
the life of the vehicle is also an quantity. A defined ratio of depreciation such as is accepted in connection with the petrol motor cannot be accepted for the simple reason that the two vehicles are so dissimilar. In the case of the petrol-driven motor there are several thousand working parts subject to individual and collective wear and tear, whereas in the electric vehicle the only working parts are the driving motors mounted on the back axle, which are relatively simple in construction, possessing eomparatively few integral parts, and which can be built sturdy enough to stand up to the work for years without showing any material signs of depreciation. Furthermore, age does not influence the electric vehicle to the degree associated with its petrol contemporary.
With respect to the tyres, it is possible to Secure more definite data; although an element of luck enters into the issue. So far as this business is able to deal with this question, the average life is set down at .12,000 miles, but 17000 miles have been put to the credit of a tyre before it was deemed advisable to replace it. The tyre question in its turn is governed by the weight carried and the condition of the roads, both of which, it may be mentioned, are distinctly 'adverse at the moment.
But the factor of efficiency combined with economical operation turns upon the system of maintenance which obtains. In the case under review this is carried out upon fine lines. Each vehicle is kept under constant surveillance. .During the night a close inspection is conducted while the batteries are under charge, The slightest fault is 'recorded. When the day staff. Comes on duty this record is handed over. Should' the defect be slight, such as the adjustment of &brake rod, and capable of being remedied in a few minutes-it is carried out at once. But in the event of the overhaul demanding appreciable time, the vehick is put on one side for expert treatment after the fleet of vehicles has commenced its round of :toil for the day. It passes into the reserve, since it is incumbent to keep a stud of vehicles waiting and ready to meet. any sudden emergency.
Wear and Tear.
As may be supposed, the item of wear and tear at the moment is abnormal. Shortage of labour,. indifferent handling, insufficientvehicles, combined with the difficulty of acquiring additional units, the bad state of the roads, and the need to overload persistently and continuously conduce to such a result. Whilst the electric vehicle is the simplest and easiest to handle, yet there is a call for sympathy between the driver and the machine. The human element counts here as with the petrol motor. Carelessness contributes to structural damage—bent wings, injury to body and suchlike, which, whilst not affecting the actual mechanism, yet contribute to costs of upkeep because such injuries have to be made good. At these particular stores the control and management system is probably the most simple conceivable. The dock, level with the street, forms in point of fact the roof of the power station. There ar0 two loading wharves forming two sides of the dock, against which the vehicles are backed. This dock not only serves for the loading station,. but the garage as well, the vehicles being disposed in this manner when off duty. Cars requiring slight repair can be parked in the central space, and out of the way. Above the wharves runs a bridge carrying a series of charging circuits30 in all, two ears being charged from each set—each ef which is fitted with fuses, double pole switch, ammeter and watt hour meter. The plugs carried at the ends of flexible leads connected up to the circuit sets, are hoisted and made fast to the ceiling, ilms being clear of the wharves except when in use. This is all The electric equipment to be seen.
In the centre of the overhead bridge is the overseer's cabin, so set as to give him a clear view of the whole of the garage and circuits platform. While under charge, current is registered both by the meter on the circuit Set, and in the vehicle itself. As the mileage possible on the charge. is known, any fall below this 'figure courts prompt inquiry. Tests are made for possible current leakage, a simple detector being used for the purpose ; brakes also are inspected to see if any persistent drag or friction has been responsible foxethe heavy consumption of current. If so, adjustment is promptly made. The testing, check' ing and counter-checking arrangements are such as to bring about the discovery of any fault almoseinstantly upon its manifestation.
Triple Cleaning System, The cleaning facilities, so far as the battery and gear are concerned, also call for attention. These are triplicated, comprising -compressed air, steam and water under pressure. Should the iir blast fail to remove any accumulation, „steam is brought to bear upon it. By this triple cleansing arrangement dirt, dust, oil and grease are easily removed from corners and crannies otherwise most difficult of access.
The war is imposing severe and quite unexpected strains and streSses upon the electric vehicle, at least so far as this firm is concerned. Overloading is continually practised, the half-ton vehicles sometimes being overtaxed 150 or more per cent. But the only noticeable ill-effect is the breakage of springs. The batteries and mechanism are standing up to the abnormal conditions with complete satisfaction. From the point of view of Harrods Stores the electric vehicle may be said to have triumphed completely for short distance delivery. This is ,shown by the fact that the company would increase its fleet at once were it.pOssible to acquire the vehicles and to provide the additional facilities for loading and charging then], existing resources being taxed up to the hilt. In may be mentioned in conclusion that, in addition to the above-described 60 electric vehicles, Harrods Stores also maintain over 100 petrol vehicles for their long-distance delivery—a total exceeding 160 vehicles.