Northern Tanker Operators Stick to Rigids
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By Alan Smith,
F.R.S.A.
ALMOST complete standardization on one make of vehicle, a preference for eight-wheeled rigids as against articulated outfits, and the increasing adoption of stainlesssteel bodywork are features of the thriving tanker business of Smith and Robinson (Leeds), Ltd., Oulton Lane, Rothwell, Leeds. The company also' favour uniformity in tyres and 90 per cent. of their fleet is fitted with Dunlop covers, these being specified as original equipment.
Operating from Rothwell and a depot at Barton Trading Estate, near Manchester, the company have over 100 tankers under contract to about a score of big industrial undertakings, and a further 35 vehicles under open A licences. The Rothwell premises cover 4-f acres, whilst at Barton, where
up to 50 vehicles are based, there are 6,500 sq. ft. of covered space and 1,920 sq. ft. open.
Of the contract section of the fleet, 29 vehicles work for Shell-Mex and B.P., Ltd., 20 for Thos. Hedley and Co., Ltd., and 18 for I.C.I., Ltd. Other customers include Unilever, Ltd., Joseph Crosfield and Sons, Ltd., and Brown and Poison, Ltd.
Nearly two-thirds of the contract vehicles carrying loads other than petroleum products have stainless-steel tanks. Two articulated six-wheelers with Duramin hopper-type bodywork, used to carry solid ingredients for detergents, are the only non-rigid out fits owned by Smith and Robinson Rigid vehicles are considered safer foi operation in winter on the hilly road! of the north.
All but seven of the contract vehicle! are of A.E.C. manufacture, the excep. tions being an E.R.F. and a Foder eight-wheeler, and a Bedford and foui Albion four-wheelers. The E:R.F. which has a light-alloy tank, and the Foden, which has a Lithcote-lined tank have Gardner engines.
Greater Power
A.E.C. chassis are powered by 9.6litre engines, except for a few will 7.7-litre units and an 11.3-litre model If 28-ton-gross tankers are allowed, the 11.3-litre engine and all-wheel braking will be specified.
As well as petroleum products, the vehicles carry oils for soap and food manufacturers, glucose, and ingredientf. for margarine and detergents. Twc tankers perform an unusual job in transporting liquid chalk for treating cigarette paper, whilst another reflect traditional Yorkshire industry in carrying oil for the processing of wool.
Only a few of the vehicles under open A licences have mild-steel tanks. The preference for stainless-steel bodywork, mostly supplied by Butterfield and Thompson Bros., is because of the longer life obtained.
Mr. Herbert Robinson, director, told me that although a stainless-steel tank was four times as expensive as one of mild steel, it could outlast the lives of several chassis, whereas a mild-steel ank required 10be scrapped at the ;nd of the life of the chassis upon vhich it was mounted.
Chassis life is reckoned to be seven ir eight years, and that of a stainlessteel tank is indefinite, as none has ,et been worn out. All except petrol anks are round. Most of the insulated anks have Fibreglass shrouding, but
ome have Alfol. . Standardization on one make of 'chicle was followed for the usual eason that stocking of spares could ■ e kept to a minimum, and when I sked Mr. Robingon why A.E.C. was hosen, he replied that it was because if the suitability of the design and the tandard of after-sales service. As, iowever, this could probably be said vith equal truth about other chassis, ,ressed the question and elicited the ollowing story.
When he and Mr. Walter Smith, his o-director, began as hauliers some 34 'ears ago, their business was scarcely .s credit-worthy as it is today. A riendly A.E.C. salesman, possibly :ifted with second sight, was more :haritable in his approach to the two truggling up-and-corners than most wther suppliers, and an A.E.C. was sold to them on extremely generous terms.
Becoming prosperous, Mr. Smith and Mr. Robinson returned this act of faith. At present they have 30 A.E.C. chassis on order, mainly for replacements and for new contracts. -Other makes of vehicle, produced more locally„ have been tried in fairly large numbers, and the preference for AEC. is not based wholly, on sentiment.
Foresight Justified In 1950, the company had 38 vehicles and in 1955 topped the century. Current strength, representing an expansion of ' over a third in three years, not only indicates the tendency towards bulk haulage in industry generally; but also justifies the foresight of operators who early elected to specialize in this field.
Smith and Robinson cover the whole country with their fleet, and vehicles average "1.000 miles a week. The longest regular run from Shellhaven to Whitehaven entails changing drivers at Leeds. and the same vehicle can deliyer two loads a week.
Nearly all loads, other than petroleum products and acids, are carried hot. Steam coils are provided in the tanks.
Open-A-licence vehicles are only slightly less busy than the contract outfits, and the work of both classes is at a peak in winter, even in respect of loads that are not fuels.
The company have their own steamcleaning plants at their two depots, but vehicles may sometimes be steamed at customer's premises. Lately it has become the practice to charge the concern 30s. a time for this service.
The open-A-licence tankers carry much the same variety of loads as the contract vehicles, and occasionally supplement the activities of the larger section •of the fleet, although they work mainly for undertakings without tong--term -arrangements.
Chassis are considered due for rebuilding after five years' use representing a mileage of some 250.000. and several vehicles have been rebuilt three times. An engine is reckoned to last 200,000 miles, with an intermediate top overhaul, before being scheduled for replacement by a factory-reconditioned unit.
At one time the company rebuilt engines themselves, but, like many others, came to find that the purchase of reconditioned units was a better proposition. Shell RoteIla CX 30 and Spirax are the engine and chassis lubricants used.
Maintenance of injection equipment calls for the replacement of the original set of nozzles only once during the life of the engine. The one vehicle, one driver principle is largely adhered to, and, as individual drivers' methods vary, brake-facing life may be anything between 20,000 and 95,000 miles.
Automatic Lubricators
Tecalemit Syndromic lubricators have been specified as original equipment for two years, and have been installed in rebuilt chassis during that period. So far, 25 vehicles have them. Chassis not so equipped are greased overnight at weekly intervals.
Engine oils are changed monthly and transmission oils six-monthly. Garage staff undertake repairs and overhauls on the basis of drivers' reports, and can rebuild two chassis simultaneously. To recondition a chassis takes three weeks. Mr. Robinson considers that A.E.C. designs lend themselves to easy rebuilding.
Tyre servicing is the responsibility of two night-shift garage workers and a day man. Individual tyre records are kept, and the tyre cost per vehiclemile for an eight-wheeler has been worked out at lid. Tyre life extends up to 80,000 miles. At any time after 40,000 miles, a Zangl cutter is used to restore the tread pattern and this process extends tread wear by about 10 per cent. of the preceding mileage.
Wyresoles retreads are favoured, and there are no qualms about fitting retreaded covers to front wheels. A few tyres take second retreads.
A service representative from the Leeds depot of the Dunlop Rubber Co., Ltd., pays visits to the company. Up to 90 tyres are stocked at Rothwell and about two dozen at Barton. The standard tyre size is 9.00 by 24 12-ply.
A major saving has resulted from not painting tank barrels. Mr. Smith, who attends to the operational side of the business, whilst Mr. Robinson's interests are more technical, told me
that spillage which occurred with th, loading of certain liquids increase( painting costs. Moreover, a vehiel might be out of service for repaintin; for up to a month. By painting col: the ends of the barrel, £55 was save( and the possibility of damage to pain round the loading ports by spillag was obviated.
Grouped Costs
Individual vehicle costs are not kept but expenses are grouped accordin; to the different classes of operation For every £100 spent by the company £32 is repreSented by wages, £22 12s by fuel and oil, £15 12s. by deprecia tion, £15 b repairs and renewals, £." by administ ation, and the remainde by lesser ite s of cost.
Drivers a e paid bonuses for free dom from accident, and the atmo sphere of a amity business is retained although th company has grown int( one of the biggest tanker operator in Britain. Mr. Smith and Mr Robinson ar brothers-in-law, and thei father-in-la', Mr. A. E. Dixon, sit with them ou the board.