M any large fleet operators have been using their vehicles on
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double shifts since the 1960s to ensure maximum 1 se of their resources. Retailers such as B&Q. supermarkets such as Tesoa and thirdparty operators like Tankfreight all double up to maximise profits.
But double shifting is no longer confined to the big boys. Smaller fleets and ownerdrivers, anxious to control ever rising operating costs, are showing increased interest.
-Traditionally, double shifting has been centred on bigger operators that run proper logistics operations," says Peter Croft, a salesman with Scania dealer Scantruck. "But we are seeing more and more smaller fleets taking an interest in double shifting. That is probably bemuse rates are so bad that they have to make their haulage operations more efficient." In particular, Croft reports increased double shifting among tipper operators. He says many tippermen in his area haul sand and gravel at night and work for local glass companies during the day.
Derek Hall, sales director at Derek Jones Commercials, also believes today's operators are more cost conscious: "Everybody is looking for more vehicle usage," he says, "because, let's face it, commercial vehicles are quite expensive."
Routeing schedules
One operator which is no stranger to double shifting is Tibbett & Britten. Much of the firm's double shifting work is centred on the North-West as part of a contract with a major retailer. Sometimes Tibbett & Britten even changes routeing schedules to move to triple shifting, however this practice has declined as volumes have fallen over the past few years, Fleet engineer Mick Holland, based in Radlett. Herts, believes that many operators are taking another look at double-shifting as part of a general trend to ensure optimum use of resources.
"I would like to think that we at Tibbett & Britten have always believed in sweating our resources," says Holland. "Double shifting provides a legal and legitimate way of maximising our vehicle usage."
Working a vehicle on two shifts demands careful route planning. In particular, it demands a rugged vehicle which gives an operator total reliability. "With double shifting you often don't have the luxury of flexible journey times," says Holland. As most distribution contracts are for five years, Tibbett & Britten concentrates on vehicle specifications that will work well during this period. A double shifting contract may well need a more powerful vehicle: Holland says the company specifies a 300hp if a vehicle is working on a single shift but 340hp of it is doubling up.
The company is also looking at using more specialist vehicles for double shifting work. Tibbett & Britten has introduced drawbar rigs for some double routes and Holland is considering using a drawbar on a double shifting trunking contract.
John Mitchell of JA Mitchell Haulage has just bought his second drawbar rig for double shifting work. His is a niche operation; transporting products for chicken abattoirs. Both vehicles both work 18 hours a day and he stresses that a reliable vehicle is the biggest requirement. He runs Scania eight-wheelers. "I need peace of mind," says Mitchell. "With my work you have to be there at the allotted time. If you are not, the customer can't start production at the plant and everything grinds to a halt. You need a reliable truck."
Bob Brady, who runs T Brady and Sons, agrees. "You can't afford to have any delays when double shifting," he says. "It throws all your delivery schedules to hell." The Barrow-in-Furness, Cumbria haulier has been double-shifting for almost 30 years. The number of double-shifting operations has increased over the past four years to ensure minimum costs during the economic downturn. T Brady has several longstanding double shifting runs from Ellesmere Port to London, Northampton to Birmingham, and Preston to London.
"The price of commercial vehicles has risen but haulage rates have not gone up accordingly. Hauliers have to optimise their assets somehow: says Brady. He believes customers are also demanding more flexibility from their transport suppliers—and that includes hauling goods 24 hours a day. "We have got to react to the demands being made on us," he says. "The past five years have seen no stability for haulage operators thanks to economic pressures. The only way to react is to be more flexible. Unsuccessful hauliers are the ones that are not flexible."
Transport manager Paul Grimer of Grime:es Transport runs two Leyland Daf 95 Series on double shifting work. The general haulage company has 30 vehicles and two depots, in Billingborough and Grantham. Double shifting is an integral part of a contract hauling empty cans. "We work night and day to keep our customer happy. The client always finds work for the vehicles and it makes economic sense for us to double shift," he says.
All operators who double up believe it makes financial sense. The only prerequisite is to find customers and delivery contracts that allow for trunking work and deliveries almost 24 hours a day When a vehicle is properly scheduled it can work 22 hours per day.
Cost benefits
Holland reckons that double shifting gives Tibbett & Britten "significant cost benefits. The standing costs, which represent more than 50%, remain the same however many shifts you work the vehicle. If you do a double shift the only extra is the running cost," he says.
Double shifting does not necessarily lead to twice as much wear and tear, says Holland. "Vehicles on double shift work are trunking vehicles. They are doing high mileage motorway work and run, more-orless, at a constant temperature. Wear and tear is much greater on vehicles that only do one shift and are always doing stop/start delivery work."
"Double shifting is easy to justify," says Brady. "Road tax stays the same and you make the same repayments every month. It is only the variables that change, mainly wages, fuel and servicing costs." T Brady and Sons runs a double servicing programme for its vehicle on double shifts with servicing carried out every two weeks rather than the more usual four weeks.
"When you look at the figures, it just makes sense," he says.
E by Tanya Cordrey