18 YEARS of ECONOMY and P1
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)FIT from ROAD TRANSPORT HOWclueing his company to the roadFate played a hand in introtransport industry is recounted by Mr. L. W. Gupwell, M.Inst.T., who is one of the leading figures of the National Council of the C.M.U.A. During the War, Mr. Gupwell was a gunner officer with the "heavies.' and seeing considerable use made of motor traction, he returned to England, on the conclusion of hostilities, with a firm faith in the commercial future of the internal-combustion engine.
The family shopfitting business of A. J. Gupwell, Ltd., was, he then discovered, hiring transport at needlessly high cost, and a natural sequel was that the setting up of a motor fleet should be considered. In 1920, when a definite decision was reached regarding this scheme, new 3rehicles were almost unobtainable and those that could be procured were excessively costly.
Mr. Gupwell, however, knew that the American Army authorities were, not returning their commercial vehicles to their own country. Through friends in France he made contact with the Disposals Board, and as a result, the company purchased a complete camp of about 50 American Pierce-Arrows. Obviously, this number was far too great for the normal requirements of the shopfitting business and it was intended to resell the surplus. They were shipped to London and sent on to Birmingham. A few were sold, but a sudden slump in War Department vehicles put an end to this trade. Thus was created a difficult problem but, having envisaged the great potentialities of the commercial Motor, Mr. Gupwell determined that the fleet should provide public goods transport as well as that necessitated by his own company's requirements. Two-thirds of the vehicles had not covered 1,000 miles and, in time, they proved an excellent investment, for they reached totals approaching 400,000 miles each before final disposal.
Establishment ' of the transport department was before the return-load system had developed as it has to-day, but in order to find work for a fleet that included over 30 units, branches were opened in Liverpool and London, and later at Manchester, the aim being, so far as possible, to obtain full loads far the fleet all the while and to subcontra&t when necessary.
Throughout their operations the services have carried general merchandise, but a speciality has been made of food transport, for, although owing to fluctuations in trade the quality of foodstuffs consumed may vary considerably, there is little alteration in total quantities.
The value of the branches is emphasized by the fact that, in recent years, it has been necessary to sub-contract a greater tonnage into Birming
ham than out of that district. Except for special jobs requested by customers, operations are confined to the towns named and no attempt is made to run " tramp" services—an arrangement that is of decided assistance in the organization of the business under pre sent-day legislation. • Ten years ago Sentinel steamers wereinstituted for various services, but the law has proved hard on this type of vehicle, and it is now Leylands that tackle the hardest work, with 12-ton and 14-ton loads. In the 7-ton category, both A.E.C.s and Leylands are
generally,employed, whilst the lightest class of work is carried on by MorrisCommercials. At present the fleet totals 60. Altogether the staff numbers 30 persons, of whom. 104 are on outside work. This section comprises 60 drivers, 24 shunt drivers and chauffeurs, and 20 driver's mates.
Recent regulations respecting drivers' hours and conditions of working have been fulfilled by the company without extra cost, for the simple reason that such arrangements as are now stipulated have been in force on the Cupwell system for lengthy periods.
For years, employees have enjoyed a guaranteed 48-hour week and paid Bank Holidays, whilst for the past three years every man has had holidays with pay, also a week's extra money in the form of a bonus. Union membership has always been a condition of employment.
Vehicles normally leave the various depots at midnight and the routes are scheduled on a basis of 16 m.p.h. so as to give ample margin for running within the speed limit. Servis recorders are used on all trunk vehicles. By means of nightly telephone calls to the offices, local depots are kept in touch with the hours worked by various drivers, so that the trunk driver can continue on local deliveries if possible or, where necessary, a shunt driver can be sent out by bus or train to take over. Constant care is exercised to keep within thelaw, in every respect.
Normally, working time is reckoned at 54 hrs. per week, so that the men regularly earn more than the standard rate. -There are dormitories at Birmingham and all depots, the provision of good sleeping accommodation having been an accepted thing in the organization for 10 years past.
On the mechanical side all work is carried out by the company's own department. The system provides for greasing and running adjustments to be performed at weekly intervals, with the adjustment of injector-nozzles on the oil-engined vehicles each month. In the near future it is intended to put into full operation a plan whereby every machine will be docked one day a month for general attention, including items such as those already indicated.
After 35,000 miles — roughly 12 months' running for the trunk-service units—a thorough overhaul is given, including decarbonizing, refitting bearings, overhaul of magneto and carburetter and calibration of fuel pumps. Then, between 70,000 and 80,000 miles, there will . be a complete overhaul, which will include re-sleeving or reboring, regrinding crankshafts, inspection of gearbox, back axle and chassis, together, of course, with any necessary body repairs. Repainting is found to be desirable every second year and during the alternate years the bodywork is varnished.
Two of' the mechanics are on the telephone so that they can be reached immediately in the case of serious trouble and, each week, drivers are advised as to which man to call first, should they need assistance. Should a lengthy hold-up be expected—say. where repairs would take over 4 hrs.--it is the duty of the mechanic to make -arrangements for the clearance and delivery of the load.
Each month, headquarters mechanics are sent to London, there to deal with the necessary maintenance of the local delivery vehicles ; when overhaul time comes, London machines are driven up to the Birmingham garage, where all the necessary work is carried out.
Records of Performance.
Careful comparative records are kept regarding the performances of the various sections of the fleet, and typical figures show that a fuel consumption equal to 8.75 m.p.g. is obtained from Leyland machines in the 14-ton class, Whilst the 30-cwt. Morris-Commercials have a petrol consumption equal to 16 m.p.g.
Two years ago the business was extended, when that of E. G. Whitaker and Co., Ltd. (Quinton) was merged with the transport side and Mr. E. G. Whitaker joined the board. Altogether, the machines now run a total of 1,250,000 miles a year. For many years Mr. L. W. tupwell, as head of the transport side of A. J. Gupwell, Ltd., has been an active protagonist of road transport in general. Early on, he was closely connected with Parliamentary work for the industry. Later he become a founder member of the Long Distance Road Haulage Association and was active in support of the old R.H.A. As already mentioned, he now plays a leading part in C.M.U.A. headquarters affairs and is chairman of the West Midland Division.
Mr. Gupwell is a member of the Council of the Birmingham Chamber of Commerce, and it was as a result of his efforts that a road-transport section of the Chamber was established. Through the influence of the Chamber, much good work has been accomplished and the case for road transport has been urged from time to time before various sections of the trading community. Another organization in which Mr. Gupwell has played a prominent part is the Institute of Transport, and he is chairman of the Birmingham and district branch..