Commercial Motor Transport

But, notwithstanding the somewhat heavier cost of motor vehicles for goods transport, it was soon appreciated that it had an advertisement value to the tradesman and that larger areas could be served than would otherwise have been possible without the aid of branch depots. The brewing and milling trades were the first to adopt the new transport, as they had continuity of employment and distribution over wide areas, which at the same time did not involve a large number of deliveries. In the initial stages the heavy motors replaced horse transport only ; but generally, as their construction and working became better under stood, they encroached on what the railways had hitherto regarded as their unassailable monopoly.

Until the year 1907, commercial motor transport was almost entirely effected by the agency of the steam wagon. The internal combustion-engined vehicle had made some progress for pas senger carrying, but, for the transport of heavy loads, it was at first somewhat unreliable as well as expensive in the matter of maintenance. The turn of the tide may be said to have dated from the Royal Automobile Club trials, held in 1907. In these trials close on one hundred vehicles took part. The trials were by no means severe and a fair percentage of vehicles got through satisfactorily. In consequence a moderate demand resulted for goods carrying vehicles of the heavy type. Apart from steam wagons, those vehicles which acquitted themselves creditably, were of from 20 cwt. to 25 cwt. capacity. Lighter vehicles did not do so well and so, for some few years, they were not regarded favourably by the retail tradesman, for whose service they were primarily intended. But the seed was sown and in due course the number of converts to the newer kind of transport steadily increased. The tradesman, whether wholesale, retail or manu facturing, found that from the advertising point of view alone the more enterprising policy was a sound one. As he, as well as the vehicle manufacturers, came to understand the require ments of the new kind of transport better, the radius of action increased and so though the actual costs of motor transport were undoubtedly heavy, comparatively considered, yet the in crease in business resulting more than justified the extra cost.

Motor transport, however, is not an easy business to make successful in itself. The rates chargeable for carriage have been determined, on the one hand, by the rates charged by rail and on the other hand, by what would be the cost to a firm owning its own motors. At the same time the carrying contractor's chances of custom are limited, as they depend upon the patronage of firms either not having sufficient work to justify the purchase of their own vehicles or who hire only in cases of emergency.

Organized parcels delivery and specialized transport come under a different category, but even their success depends upon the most skilful organization and management.

Hence commercial motor transport is largely in the hands of firms transporting their own goods, and in these cases there is certainly no question as to its economic advantages. It is indeed hardly going too far to say that in the case of many such firms their success is due mainly to the motor vehicle. This applies, more particularly, to the food catering industry, to the furnishing trades, and in relation to market garden produce having to be conveyed from centres near large towns. Whether the railways if they undertake road goods transport on a large scale will be more successful than individual firms remains to be seen.

Economic Radius.

Experience seems to show that, for goods transport by motor, economic efficiency begins at a radius of about i miles from the central depot. Within this radius horse delivery or electrical vehicles are the cheaper. The maximum economic radius of action on the other hand is not nearly so easily defined depending as it does on tonnage and rates obtainable. Long distance journeys are becoming more usual. but the ma jority of journeys are those permitting the vehicle to return to its depot each evening. This, provided there are no intermediate deliveries to be made, permits a daily run of about i so miles. The number of commercial motor vehicles in Great Britain in creased from 25,00o in 1911 to 413,320 in 1934. It should be noted that the figures given for 1934 are inclusive of road loco motives and tractors.

Running Costs of Motor Vehicles.

The tables below give the approximate running costs of motor vehicles. The following is a brief explanation : (1 ) Standing Charges.—The items included under this heading are those which are incurred whether the vehicles are in use or not. Drivers' wages are included. Depreciation is estimated at 2o% per annum.

(2) Running Costs.—These are the costs incurred whilst the vehicle is actually in motion. A vehicle on local delivery work costs more to run than one engaged on a clear out-and-home run.

(3) Cost per Journey.—All owners should know how many days per annum they may expect their vehicles to work ; so, by dividing the annual standing charges by the estimated number of working days per annum, the daily standing charges are easily ascertained.

Next, by multiplying the running costs per mile by the number of miles representing the journey and adding the resultant to the daily standing charge the cost per journey is readily arrived at.