The Light Van Problem and How it Must
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Be Tackled.
The Attempt to Supersede the Horsed Cart. The Need for Low-priced Motor Units. The Work Capacity of a Horse.
We were at considerable pains last week to analyse the relative claims of the small motor-delivery unit and the cycle carrier. We came to the conclusion, it will be remembered, that at present it was not just to recommend the substitution of the more modern methods for cyclist errand boys in the cases of : (a) the small tradesnum with limited means, and who is contented to work in a very restricted area, be it in town or country ; and (b) the well-organized trading concern, with premises situated in the heart of a closely-congested and moneyed district, which can, by careful, systematic organization of its delivery system and its dispatch department effectually compete in the matter of costs with the light van or pareekar, as compared with its cyclist equipmentworking at high pressure.
We were, therefore, left with the problem of sug• gesting a better means of delivery "for those who conduct businesses of some magnitude in suburban districts and provincial cities, and who are not content with business which is on their own doorsteps, and for those in central districts whose clientele live in the outer zones." We thus fairly accounted. for the requirements of all the various grades of tradesmen who in their thousands at the present time rely upon cyclist errand boys. There is plenty to be done to persuade the numberless business men
whose cases rightly fall and the last-mentioned headings.
Horsed Cart Versus Motorvan.
So much then for the problem of substitution in respect of the cycle carrier. Before we proceed to write at any length of the financial aspects of the proposed change of methods, we shall content ourselves this week with briefly considering the aspects of the similar problem which confronts us in respect of those traders who use, not the one-ton horsed van, or even the 14-ewt. variety, but rather the singlehorsed cart.
Now we -have written at, considerable length, and at frequent intervals, of the struggle for existence as between horse and motor. We are content, therefore, on the present oecasion, to refer older readers once again tocertain articles which appeared in this journal under the, heading " Horse v. Motor," the first of which was contained in our issue for the 1st Febru ary, 1912. Practically all that we wrote on that occasion holds good to-day, slight modifications only being necessary in respect of certain costs, notably of fuel, tires, horse fodder and bedding.
What the Horsed Cart Can Do.
The motor has a very much better chance when pitted, as to performance qua cost, against the horsecart than against the cyclist errand boy, and this part of the tradesman's delivery problem, of course, needs little consideration to enforce its reality. A. cart of this sort, horsed decently, cannot be expected to do more than 25 miles per day, nor will any horse-owner with any claims to knowledge of his beasts, care to work them on more than 2(10 day-s in a year. Hors keepers of experience, who have been good enough to place their knowledge at our disposal, will say that no good animal can be worked to advantage if iL be expected to do more than from 45 to 50 hours of haulage per week.
The Cost of a Horse and Cart.
"A good single-vanner cannot be obtained under 150," so we wrote on the 8th February, 1912. That figure does not need much correction at the present time, although the tendency, in respect of all these horse prices, is in a decidedly upward direction. A smartly-finished light horse cart, similar to those used by fishmongers, butchers and other tradesmen, in comparable businesses, will cost anything up to£45 or I:50, and a cart of this kind will carry, on many trips, from S to 10 cwt.
For the Butcher or the Fishmonger.
Reducing the work capacity of a single horse to the useful and comparable pound-mile figure, which we were able to discuss in connection with cycle carriers, we may safely assume that the butcher or the fishmonger cannot expect to get more than 8000 poundmiles per day out of his horse cart. This, again, can instructively be compared with the 15,000 poundmiles of the modern parcekar or light van.
We think that, unlike the cycle carrier, the horsed cart can be challenged in every example of its employment, and the figures of their respective duties must be compared on the bases of the following irrefutable advantages.
Suggested Advantages Which Must be Considered.
Primarily on account not so much of theeconomic aspect of the question, but because of its intrinsic importance from the salesman's point of view, the question of prime cost must, be taken into account, and of that we will write briefly hereafter. The other comparisons which must be instituted are in respect of : (a) the effective radius of regular custom; (b) the speed and frequency of delivery ; (c) the ability to inaugurate urgent and special deliveries at a distance without upsetting the regular day's work ; (d) the advertising and publicity advantages of the two methods ; (e) the relative independence of railway and other outside carriers, with consequent reduction in expenses of packing room; (f) the absence of damage in transit from the last-mentioned reason ; (g) the ability to avoid accumulation of stocks, owing to the possibility of getting away deliveries more rapidly ; (h) lower costs for equivalent amount of work done ; (j) ability automatically to expand delivery facilities without exhaustion of plant; (k) freedom from the necessity for Sunday care of horses ; (1) indifference to hilly routes ; (m) avoidance of the necessity of the establishment of branch depots ; and (n) additional reputation for smartness of business methods. There are, of course, many other, although, perhaps, less important, relative considerations to he taken into account ; these, however, may be safely left to the individual. It will be well for tradesmen who have this problem to consider sooner or later to analyse for themselves, in careful detail, the points which we have enumerated.
Useless to Offer Expensive Motor Plant.
We may finally write this week of the all-important question of capital cost to which we have already drawn attention. We are firmly of opinion that, although the extent of the first cost is not all important in respect of the financial consideration of a problem of this kind, as the annual recoupment charge is a small one, yet the tradesman who has hitherto refused to consider the newer methods is a difficult man with whom to argue oftentimes. As salesmen find, he is a "hard nut to crack."
It is almost useless, in a very large percentage of sales of this kind, to attempt to discuss the substitution of horse plant by motor equivalents which will necessitate an outlay of perhaps two or three times as much as that demanded by the original plant with which it is desired to dispense.
Must Compare with Cost of Horse, Harness and Cart.
Successfully to solve this problem, manufacturers must enable their salesmen to go to tradesmen, with an offer which, at any rate, enables something like a, reasonable comparison to be made between the prim of any of the new plant which is being offered and the price of the carts, horses and harness which it is expected to supplant. There must be something of a relationship between the two. It is not the slightest use, as a rule, going to the small tradesman and asking him to give up his smart-looking horse cart, which stands in his books at a capital cost of under £100, with the suggestion that he shall sell this at a loss and buy a, 10-cwt motorvan at something in the neighbourhood of 2300 or 2350. If he can see his way to dispense with three or four vans, and yet to reap advantage, then the salesman has something to talk about.
This is a Case for Absolute Simplicity of Design.
We wish to urge, it will be seen, that the energies of designers and manufacturers be bent upon the production of really cheap models, cheap but good, of course, and we shall have something to say in the remaining portions of this article as to the manner in which this may be effected without unduly depreciating the class of plant which is being offered. To talk on level terms with the obstinate customer of the tradesman class it, is strictly necessary to be able to suggest a vehicle to him of which at least he can think on something of a plane with his horse, his harness, and his cart.