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New model; safe choice

6th May 1977, Page 67
6th May 1977
Page 67
Page 67, 6th May 1977 — New model; safe choice
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Which of the following most accurately describes the problem?

VEHICLE REPLACEMENT is a critical management decision both in timing and choice of manufacture and model.

Constantly increasing vehicle and spares prices add to the penalty which could be incurred if a wrong decision is made. It is no wonder, therefore, that the decision is largely based on historical data of performance and operating cost of existing vehicles and influenced by a conservative resistance to change.

Driver and fitter familiarity with existing types had its effect, too. • If these were the only factors involved, new models would rarely make any impact, relying on the first-time buyer to take a chance that his requirements would be fulfilled. With no performance or cost criteria with which to make a comparison with existing vehicles, the established fleet operator would be reluctant to buy new types, involving possible multiplicity of spares stocks, till rumour had established a reputation for the newly introduced machine.

Fortunately for progress in the industry in general, there • are other considerations influencing the choice of replacement vehicle and it seemed worth while to examine the motives of Allied Mills Ltd, the flour division of Associated British Foods, in choosing the hitherto untried Seddon Atkinson 200 Series vehicle to replace some of its existing fleet units.

Allied Mills operates about 320 vehicles of various sizes and types from 21 mills throughout the United Kingdom, including one at Belfast. It distributes flour in bulk and in bags to bakeries in its own group and to small private bakers throughout the country.

Undoubtedly the bread and butter traffic—no pun intended—is the transport of bagged flour which involves palletised loads to group bakeries and a few bags here and there to private bakers who have no facilities to handle pallets. Access to some of these small bakers, too, is often strictly limited so that there is a need for a handy-sized, manoeuvrable four-wheel vehicle able to fulfil both functions.

While the present units had given good service, the SA200 presented an opportunity to increase the payload by about one ton and at the same time eliminate the possibility of overloading on the front axle to which existing types were prone.

Accordingly, Allied Mills at Gainsborough introduced the SA200 into its fleet in August last year, and has since taken delivery of two more; one at Townrows, Gainsborough, and one at S Healing and Sons, Tewkesbury.

Though it was, as yet, too early to make a considered assessment of cost and performance, regional transport engineer Harold Riding at Tewkesbury told me that he was very pleased with the vehicles and expected to have about eight of them in service by August this year. As far as could be ascertained from their operation since last August, they were averaging a fuel consumption of about 12.25 mpg; a good performance in relation to type of vehicle and method of operation.

Not so pleased, however, were two of the drivers at Gainsborough who were somewhat critical of the gearbox. It was not an easy box to get used to, they said, and if one missed a gear it Was necessary to start at first gear all over again.

But when I asked our technical editor about this he could not understand the drivers difficulty.

Of course there had been teething troubles as would be expected with a new model but these had been minimal and had been remedied without much difficulty.

Even the drivers had to admit that cab comfort and general all-round performance was admirable.

At Tewkesbury, the access to the mill itself is considerably restricted. The vehicles have to traverse a narrow bridge over the river to reach the mill proper. Despite the larger payload capacity, the SA200 based there only re

cently has negotiated this with confidence.

Group transport manager Bill Edbrook told me that he was no stranger to Seddon Atkinsons and had been operating Atkinsons since 1945, before he had joined the Associated Food group. He was, therefore, well aware of the potential of Seddon Atkinson vehicles and was happy to have the 200Series in his fleet.

Mr Edbrook pointed out that though, in general, his vehicles were not operating over vast distances—about 30,000 miles a year seemed to be about average—he preferred vehicles with plenty of power in reserve so that the drivers could accomplish their deliveries without flogging the engine. This, the 200-Series gave.

The three units in service were based in comparatively easy operational country, flat fenland and rolling Gloucestershire hills; future vehicles would have to cope with more difficult terrain and perhaps greater mileages.

Mr Edbrook expected that the new model would cope with this just as easily.

• Johnny Johnson

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