The Light Van Problem and How it Must
Page 10
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Be Tackled.
The Cost oi Running the 7-cwt. Four-wheeler.
We have now arrived at that stage in our investigations of the problem, as entitled above, which only leaves for us, amongst general considerations, to write briefly of what. may be fairly anticipated to be the costs of operation of these small types, the use of which we have advocated at considerable length during the last few weeks.
It must be admitted that the small van, as we wish to understand it, and as distinct from, yet allied to, the parcelcar proper, is not in use to any considerable extent as yet. We must, therefore, approach the question of the cost of running from the standpoint of comparable ascertained costs for other types which we have compiled after very careful investiga.tion of achieved results.
We had something to say in our last issue as to what we considered should be the limit of first cost for suitable light-van models. This figure we placed at 2150, and we are firmly of opinion that, the tradesman's requirements for this class of equipment can be fairly ard satisfactorily met by capable constructors for a prime cost that is nothing in excess of this.
The pa.reelear, which type is net acceptable to many intending purchasers who prefer to have.a. four-wheeler, has proved itself, in capable hands, to cost an inclusive 2141. per mile run. We advisedly write "incapable hands," because we have costs in our possession which are very mucht higher than the foregoing. Results showing so low a figure as 20. per mile run arc also, of course, dependent upon the provision of work by the owner to an extent which allows a minimum of 330 miles of running to be accomplished weekly, for 50 weeks per annum. It is, generally speaking, in respect of examples of ownership which do permit 360 miles or more per week to be usefully arranged that the lowest costs are found to obtain.
The several articles of this series will have made it clear that we are now concerned with a vehicle which is higher in the scale of employ
ment than the parcelcar. We include the lightest of light vans with four-wheeled chassis. The costs for such light vans are, in point of fact, now in process of evolution, and we have to confess to a difficulty, quite unusual in other sections of the industry and movement with which we deal, in securing figures upon which we can rely with absolute confidence. This is due to the comparative newness of segregation of the type. Our readers will have gathered that it is largely due to THE COMMERCIAL MOTOR that attention is at the moment centring upon this lightvan problem.
Subject, therefore, to the choice of what we may term approved models, as to which we are open to give advice to individuals, we put forward the following as a considered estimate. We do not yet feel justified in regarding the figures in any other light, as. though we naturally have confidence in our own assessment, which is reached in strict relation
to a large accumulation of data. concerning types higher and lower in the scale, they remain tentative.
A very important economy, which is to the gain of the tradesman user in respect of his employment of parcelear and light van models, is that due to the ease of accommodation which is, more often than not, forthcoming for these small and compact models. Owing to the small overall dimensions of these 6-cwt. or 7-cwt. machines, it will, as a rule, be found possible to house them quite satisfactorily in existing shedding on the premises, without involving fresh outlay for new storage space.
A further consideration, peculiar to the individual owners of these light vans and cyclecars, is that the absence of Sunday or holiday stable work is of even more importance to the small tradesman than it was to the large horse-van user who had a considerable transport department, with its ample staff upon. which to call for such week-end ditties.
We may now direct the attention of our readers to the series of special illustrated and descriptive articles commencing on the following text page.