Costs of Co-operative Society
Page 49
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RUNN1NG-COST figures for the long-distance tractor-trailer fleet, operated by a leading German co-operative society, serve to illustrate the value of using maximum-load 24-tonners, and the manner in which wasted time is reduced to a minimum. The vehicles cover practically every district in the Western zone.
In a typical month, each of the 33 heavy vehicles travels 4,450 .miles carrying raw materials and manufactured products; empty running is less than 470 miles.
The inclusive cost of Operating a vehicle for the year 1951-1952 was slightly in excess of 3s. 21d. per Mile,which compares with 2s. 90. per mile for the year 1950-1951.
The 1951-1952 pence-per-mile figure is made up as follows:—Wages of drivers 3.95; overtime 3.95; subsistence 1.66; salaries 1.32; social services .67; depreciation 4.63; tyres 1.66; oil fuel and lubricating oil 5.95; repairs 3.63; interest 1.32; central administration .67; accident insurance .34; vehicle insurance .68; Government mileage tax 4.29; vehicle tax .68; other taxes .68; miscellaneous costs 2.97.
In February, 1952, the fleet travelled 140,864 miles, the total tonnage being 6,300. The cost to the concern per ton of capacity was about €31 7s., and the net income per ton of capacity was €33 13s. The ton-mile figure was 1,429,737.
Each vehicle has three drivers, two being on duty and one at the base. The vehicle is generally away from base about a week and is running practically all the time. For example, it may leave Hamburg with spirits for Dusseldorf, transport soap from Dusseldorf to Mannheim, pick up flour in Mannheim for Niirnberg, travel empty to the Bavarian forests and collect timber for the return trip to Hamburg.
Another typical run is from Hamburg to Oldenburg, a distance of about 87 miles, with a load of general produce. Others would be from Oldenburg to a centre in Bavar,a, a distance of 270 miles, carrying sausages, and from Bavaria to Dusseldorf (300 miles) with cheese, and the return journey of 215 miles with soap. It will he noted that the products carried are varied.
Expansion and enterprise are' often wholly, or in part, a function of the opportunities which the wide scope of the fleet can promote. These may be illustrated by the sale, two years ago, of small amounts of a Bavarian product in the Rhineland. This at the time was an experiment which could be made at negligible transport cost, but it proved most successful. The demand for the product has progressively increased and to-day over 50 tons a week are carried.
During an acute sugar shortage, the regular supply of the ration to householders depended upon prompt delivery by road from the factory to the shops.
The vehicles are not run for profit, but to increase the turnover. The railways are not used because delivery times must be maintained, and enforced delays, such as often occur with consignments of fish, would result in the load arriving too late at the goods yard for the scheduled train. Not many years ago, 15ton tractor-trailer units were employed. With the high mileage tax, these would now be uneconomic. Articulated vehicles of 16-ton capacity would, in some instances, be preferred, but these are not obtainable.
Bussing and Faun, with Deutz engines, are the two makes mainly employed, the policy of the concern being to employ vehicles of two different makes. A M.A.N. unit with a 180-b.h.p. direct-injection engine is being run experimentally and gives 7.6 m.p.g. as compared with a consumption at the rate of 6.7 m.p.g. obtained from the Bussing of similar brake horse-power. The Deutz units operate with a fuel consumption at the rate of 5.2 m.p.g.
Engines run 125,000 miles without renewal of piston rings or other overhauls and are then stripped for complete reconditioning. After 250,000 miles, the tractor is replaced with a new unit. Detergent oil is used, but this practice may be discontinued. Oil is changed at 1.500-mile intervals and then sold; the policy of the undertaking is to use only high-grade lubricants.