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TYRE MAINTENANCE

10th February 1931, Page 118
10th February 1931
Page 118
Page 119
Page 118, 10th February 1931 — TYRE MAINTENANCE
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Which of the following most accurately describes the problem?

How to Keep Down Costs

Some of the Factors Influencing the Decision For and Against Establishing a Special Repair Department

MUCH can be done, directly and indirectly, to reduce the tyre costs involved in the operation of a fleet of coaches or buses, or both. Care of and attention to the tyres themselves, the vehicle axles and the steering gear, as well as to the conditions of operation, are helpful, but even with the maximum of such attention tyres still wear, and no one has yet discovered any way of avoiding the risk of damage from cuts, as the outcome of contact with sharp-edged obstacles on the road.

Even the removal in the early morning of clog-irons and similar destructiVe matter, as used every day to be done, and may still be-done, in Wigan—cannot altogether eliminate the risk, although it, no doubt, considerably diminishes it.

Tyre-repair Arrangements.

The manager or owner, of a fleet of passenger vehicles is, therefore, sooner or later brought inevitably to the point where he must tackle the problem of tyre repairs and make up his mind which course he will pursue in relation to that problem. There are three possible ways of dealing with the matter. The tyres may be sent back to the makers for repair ; the work may be entrusted to a local tyre-repair specialist ; or repair plant may be installed on the premises and a staff engaged to carry out tyre maintenance.

The decision as to which of these three courses should be adopted cannot be made on one factor alone; there are several to be considered. The capital outlay involved in the installation of repair plant and the

D48 wages of the staff, although not heavy, as expenses, go in these days, are, nevertheless, sufficient to make it necessary that the number of vehicles in the fleet be taken into con sideration. The nearness of the tyre manufacturer's premises, or of the specialist tyre repairer, and the rapidity with which they execute the commissions entrusted to them, are also factors which must enter into this calculation.

The various effects of these diverse considerations are enough to mak?. it imimpossible to dogmatize and to lay down any set rule, based, for example, on the size of a fleet, as might have been considered practicable. Each case must be settled on its merits. What we propose to do in this article is to give the principal arguments in favour of laying down a repair department as part of the fleet establishment, to include some figures of cost and to leave the decision to be made on those arguments, coupled with the special circumstances existing in any particular case.

The Capital Outlay.

First we will deal with the outlay involved. This turns to some extent upon the sizes of tyre with which the repair shop will have to deal. Actually there is a minimum price for the bare plant, to which additions are made in accordance with the number of accessory fittings needed. The accessories in question are provided in accordance with the sizes of tyre.

For example, a vulcanizing machine of the type that we have in mind may be purchased for approximately £110. At that, however, it is " about as useful as a motorcar without wheels. Sets of accessories for handling ranges of tyre cost—again we must emphasize the fact that the figures are only approximate—for example, £30 for series of 5-in. tyres; £46 for series of 6-in. equipment, £50 for 8-in. tyres and, for a complete set of accessories by the aid of which tyres of 6 ins., 7 ins. and 8 ins, can be handled, about £130.

The most likely sizes with which the average coach owner will wish to deal are from 6 ins. to 8 ins. inclusive. For that purpose a comprehensive plant, designed to deal with one tyre at a time and complete with all equipment, but, of course, no materials for repair, will cost about £240. A similar machine, equipped to deal with all sizes of tyre from 5 ins. to 9 ins, inclusive and with 10w-pressure tyres from 7i ins. to 9 ins, inclusive, costs £340.

The capacity of these plants is one average repair per hour, or eight per ordinary working day. The same type of machine is made as a double-sided plant

and will handle two tyres at a time. The extra cost is £100. The capacity of the double machine is, of course, twice that of the single, but that is not the only reason for its recommendation. With the double machine two sizes of tyre can be repaired at once, and, where there is a run on repairs to one size of tyre, one side can be devoted to that size while the other is changed as needs be, to meet the requirements of the moment. This is important in view of the fact that it takes about a quarter of an hour to change the moulds and other gear from one size of tyre to another.

Fleet Size and Volume of Tyre Work.

As regards the needs of the individual fleet in respect of tyre repairs, the experienced owner will no doubt have figures available from which he may assess his requirements. The following figures may serve as a guide to those persons who are in doubt:—

In a well-known fleet of 350 buses 50 tyres per week need repair. In another of 182 vehicles the tyres brought to the repair shop total 20 per week. These are, of course, average figures and relate to a weekly mileage per bus of approximately 1,000. The 350vehicle fleet would be more than sufficient to keep a single-sided plant fully occupied, whilst the 182-vehicle fleet would find ample work, although not full-time employment, for the same type of machine.

It is not sufficient, however, to judge the need for tyre-repair equipment, or its economy, merely on the basis of work directly available for it. There are other advantages which should be taken into account.

The most important is the fact that, where tyres have to be sent out for repairs, the use of those tyres is lost for the time involved in the repair. Taking into consideration first the time lost in transit and then that wasted while the tyres have to wait their turn in a busy, shop, a, week's delay may be the rule rather

than the exception. If the tyre be repaired " at home" it can be put to rights at once, probably within a couple of hours of the need for repair becoming known.

The same cause involves the fleet owner in keeping a much bigger stock of new tyres than would otherwise be necessary, because he must make adequate provision against a considerable number being away for repairs and, therefore, temporarily unavailable for use. In the foregoing example of the fleet of 350 machines that would mean at least 50 more new tyres —and probably 100—would have to be stocked. The capital outlay involved there is considerably more than that needed for the purchase of the tyre-repair outfit.

The Wisdom of Immediate Repairs.

Again, with a tyre-repair device on the spot and available for instant use, tyres receive immediate attention ; there is no reluctance to put repairs in hand, as is the case when they have to be sent away. The result is that the proverbial nine stitches are fre quently saved, the tyre mileages increase and a considerable decrease in actual tyre cost per mile is recorded.

There is the effect on the drivers to be considered, too, With tyre-repair equipment on the premises steps are naturally taken to ensure its regular use. • Tyres are examined more regularly and more carefully, with a view to taking any damage in time and effecting immediate repair. The result of this more stringent supervision is to impress the drivers with the need for care, as otherwise the fact that they are careless is liable promptly to be brought home to them.

It is not possible to be explicit as to the cost of operating plant of this description. An example may be quoted of a double-sided plant in regular use, the cost of materials for which totalled £71 in a year, That figure included everything---heat for the steam bottles, lighting, and even the compressed-air supplies which were used, so that the expense is not great.

Depreciation on plant of this description is almost negligible, there is no opportunity for wear and tear. For the same reason the cost of maintenance is correspondingly low. There remains only wages to be considered. One man can operate the plant, and his salary varies with the locality.

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Organisations: Special Repair Department

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