TRANSP FOR £30,000 LOADS
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By P. A. C. Brockington, M.I.Mech.E.
D1RECTORS are often said to give too little attention to the problems confronting their traffic managers, but such a criticism does not apply to the transport department of the Aero and Oil Engine Division of Rolls-Royce, Ltd., at Mowbray Street, Derby. The transport staff's pride in the concern's reputation is qualified by a knowledge that appreciation of detail by the directors extends to their own department.
Forty-two vehicles of many different types are engaged on a wide variety of operations, and the running costs per mile are evaluated monthly. Mr. J. Britland, transport manager, is provided with data which enable him to analyse the economics of the fleet on a short-term or long-term basis.
High Standard Set
The value of a load often exceeds £30,000, and in the case of a prototype or experimental unit it may be far higher. A tyre blow-out or accident could, therefore, be extremely costly in terms of the resultant damage to the Components. The operation of the C-licence fleet sets a •high standard for the contractors who provide upwards of 40 vehicles for regular delivery runs.
The largest vehicles in the fleet are two ER.F. 15-tonners and a I2-tonner, which are engaged on regular runs to the Glasgow factories, and the smallest are Reliant 5-cwt. vans used for inter-departmental mail deliveries within a radius of miles. Most of the long-distance deliveries are performed by Commer Q4 5-tonners, of which there are nine, and transport for staff between the ,various factories and depots in the area is provided by five Bedford buses based on 25-cwt. van chassis, fitted with Spurling 14-seater bodies, and a Karrier Bantam 14-seater.
Other vehicles include seven_ Bedford 30-cwt. vans, five Bedford 8-cwt. vans, a Commer 87-cwt., two
7-tonners of Dennis and Thornycroft manufacture, a Commer 74-tonner and 10-ton low-loader, a Karrier Gamecock special-purpose vehicle and two Bedford towing units.
The transport base is situated less than 100 yd. from the main works and stores in Nightingale Lane, The satellite factories and establishments include the Sinfin Works in Victory Road (where oil engines are produced and all types of transport and aero units are tested), the engine dispatch depot at Slack Lane, the Osmaston Works and an aluminium foundry in the same locality, a jet-pipe factory in Mountsorrel, 22 miles distant, a Ministry works at Old Hall, stores at Shardlow and Sawley (both of which are about 10 miles away), a drawing office in Elton Road and an aerodrome at Hucknall, 19 miles from Nightingale Lane. Factories in the north, to which parts are regularly dispatched, are situated in Barnoldswick, Yorkshire, and Glasgow. About 25 per cent. of the goods carried are pallet loaded by fork-lift truck. They are mainly spares destined for other Rolls-Royce works where unloading can be performed by the same means. Fork trucks are also employed for handling Rolls Royce oil engines, which reduces the loading time from four hours to an hour and halves the storage space required because' the units can be stacked three high. The machines comprise six Coventry Climax trucks and a Conveyancer. Loading is from the sides, the goods being picked up from ground level. One of the E.R.F. 15-tonners is equipped with a
Rolls-Royce six-cylindered ,experimental engine and has covered 177,000 miles, mainly carrying full loads from Glasgow in both directions and towing a trailer. The E.R.F. 12-ton vehicle also has an experimental unit, in tbis case four-cylindered, and operates to Glasgow and Herne and to the docks. in London, Southampton and elsewhere.
With both these vehicles the performance of the engines is being closely analysed by the staff of the 'experimental department, who also carry out all .maintenarice work and overhauls. It has, therefore, been impossible to determine the running costs of the-vehicles, and to quote theif fuel consumption would not provide figures that could 60 fairly compared with those for the remainder of the fleet. It is of interest, however,that
• the third E.R.F., a 15-tonner equipped with a Gardner 6LW unit, averages 1328 m.p.g. on long-distance work and its running cost, including driver's wages, is about 1.3s. per mile.
Estimates of running costs are based on fuel consumption, depreciation, maintenance and all overheads, in addition to the driver's wages, which average about 3s. 6d. an hour. The driver's expenses are also taken into account.
Depreciation is calculated by dividing the first cost of the vehicle in shillings, less the estimated residual value, by the estimated economic mileage life, which depends upon the type of chassis and on past experience inenerating similar vehicles. The highest economic mileage is 250,000, which applies to the E.R.F. lorries and to the Karrier Gamecock as well as to the chauffeurdriven Rolls-Royce cars in the private-car fleet.
The Thomycroft oil-engined 7-tonner is credited with a mileage of 200,000, whilst that applicable to the majority of -the remaining vehicles is 150,000, including the Bedford buses and vans, and the Commer 5-ton and 71-ton vehicles, the Dennis „Pax and Karrier Bantam lorries, the Karrier bus and Cornmer 8-cwt, Vans. Reliant vans have an estimated mileage life of 75,000.
The four Reliant vans were originally purchased to replace eight delivery boys on bicycles and are used to carry mail and prints from the 'central depot to satellite departments, dispersal factories and so on. Practically all running is performed in the lower gears, and an average fuel-consumption rate between 28 m.p.g. and 31 m.p.g. is, therefore, regarded as most satisfactory. Because a relatively high proportion of the mileage is covered on works premises, the average speed of the vans is only 2.3 m.p.h., and lack of open-road running is reflected in the high costs, which vary between I,8s. and 3s. an hour.
-Although this compares unfavourably with the cost of running the larger vehicles, it is not considered that a more economical or reliable vehicle could be found for the work. Excluding the drivers' wages the average running cost is approximately 1.44s. per mile.
The normal mileage covered between engine replacements is 15,000 and is considered to be good for the conditions of operation, particularly as a replacement unit can be purchased for little more than £20 and can be collected from the factory, and fitted in the vehicle, without the van being docked for more than 24 hours. Little trouble is experienced with the clutch and the gearbox, which inevitably receive harsh treatment. Apart from the lunch-break, the vans are in continuous use from 8 a.m. until 6 p.m. and normally carry full loads in both directions.
Commers Give Excellent Service
Most of the Commer 5-tonners have covered mileages in excess of 100,000, averaging 800 miles a week, without the engine being reconditioned or having an intermediate overhaul. Their average fuel-consumption rate is 10.2 m.p.g. and the cost per mile, including driver's wages, is 1.13s.
The Commer 7-1-tormer has the distinction of having exceeded irs estimated economic life by 60,000 miles and is still in service. New piston rings were fitted after 105,000 miles, but this has been the only intermediate overhaul. The power unit is described by the staff as "a wonderful engine," and its low maintenance requirements, combined with a creditable fuel-consumption return of 10.55 m.p.g., have reduced the cost per mile to 1.14s. Moreover, this vehicle does more local work than the other Commers and travels twice a week to London, carrying full loads in both directions.
In terms of shillings per mile, the most economical lorry is the Thornycroft Sturdy oil-engined 7-tonner, which averages 19.12 m.p.g. on long-distance deliveries and has often achieved 21.61 m.p.g. The vehicle now has a total of 156,000 miles to its credit, the original power unit having run 73,000 miles before it was replaced. The running cost is is. per mile.
The buses take staff to local dispersal works and to Hucknall aerodrome, with a weekly average of 600 miles. Until last year old experimental Rolls-Royce chassis with 10-seat bodies were used.
Estimated Running Cost
All the Bedfords are comparatively new and so far no major overhauls have been required. Their fuelconsumption rate averages 11.29 m.p.g. and the estimated running cost is about 1.35s. per mile. This compares with a return of 15.63 m.p.g. obtained from the Karrier Bantam 14-seat bus, which has a running cost of 1.6s. per mile.
Covering an average of approximately 1,100 miles a week on long-distance deliveries of spare parts throughout the country, one Bedford light van has completed 100,000 miles without the cylinder head being removed, whilst other vans of this type have exceeded 50,000 miles without attention to the engine. Their average consumption rate is 24.84 m.p.g. and the running-cost figure is 0.62s. per mile. This compares with 29.33 all m.p.g. yielded by the Commer 8-cwt. van, which costs is. per mile to run at an average weekly mileage of 600. The original power unit is due for replacement after 40,000 miles.
The record of the Bedford vans in the 30-cwt. class, which have been in service for about two years, promises to be as good as that of the smaller Bedfords. Averaging 800 miles a week on long-distance deliveries, none has yet needed an engine replacement, and one covered 53,000 miles before decarbonizing. Costing is. a mile to run, their average fuel-consumption return is 16.87 m.p.g.
Local work and a reduced weekly mileage increase the running cost of the Gamecock to 3s. a mile, the average fuel-consumption rate being 8.15 m.p.g. This vehicle has a Baico extension and is used for transporting aero engines from the works to the test beds, a distance of three miles, which involves a total weekly mileage of 75.
Double the mileage is covered by the Bantam, which runs a shuttle service between the works and the experimental department at an average fuel-consumption rate of 12.64 m.p.g. and a cost per mile of 2.78s. Tlr, Bedford towing units are based on 25-cwt. chassis, which have been reduced in length and equipped with towing attachments.
On runs for which full back-loads are available the cost of operating ancillary vehicles is approximately equivalent to the cost of hired transport, but the latter provides a saving when a C-licence vehicle would return empty or with a part-load. Return loads carried by hired vehicles are rated at two-thirds the outgoing charge.
Drivers of both hired and company vehicles must telephone the traffic office at the Derby base at their last delivery call, so that, if necessary, instructions can be given regarding back-loads. Whether or not such advice is applicable, this practice has the advantage that the time for the return journey can be checked and speeding on the home run is, therefore, discouraged. Everything possible is done to prevent the drivers exceeding the speed limit and the statutory hours at the wheel.
All loading at the -central stores is performed at night, the vehicles being handled by a driver on the night staff.
This represents a great saving, as it enables the lorries to make an early start, whereas formerly, when the vehicles were loaded from 8 a.m. onwards, their departure was often delayed up to four hours. Shipping instructions sent to the traffic office are accompanied by memoranda 'giving the sizes and weights of cases, so that the loads can be arranged to suit the vehicles available.
A subsistence allowance of 22s. for supper, bed and breakfast is " paid to drivers and the normal claim for lunch is 3s. 6d. if, however, a receipt is produced, a lunch payment up to 5s, is made. When a driver returns after 8 p.m. he can claim 2s. 6d. for a tea-break of half an hour.
Drivers are paid the standard works bonus and overtime rate. No accident-free bonus scheme has been introduced, as it is considered that this could cause dissension.
All vehicles are regularly examined every 2,000 miles by the staff of mechanics, when the lubricating oil is changed. greasing is performed, the chassis components are examined for wear and damage (particular attention being given to wheel alignment), and auxiliaries are tested. It is the aim of the department that the driver shall remain in charge of his vehicle throughout its life, and because the drivers are a carefully selected team, many of whom have been with the company for a long period, this is generally possible.
Although the maintenance work of the drivers is confined• to cleaning their vehitles on Saturday mornings, their mechanical knowledge is such that they can be
relied upon to report running faults. Comments on the vehicle's performance are recorded on a notice-board after the return to base, and the appropriate action is taken by. the .night. staff. The necessity of a repair or overhaul is determined by the condition of the cornPonents, and recommendations of the drivers and mechanics.
After analyses had been made by the company's chemists of all grades of commercial petrol it was decided that there was little to choose between them, and the drivers can refuel with any brand. When similar tests of premium fuels were made to determine the best grade for the private cars, the properties of one particular brand showed to advantage by an appreciable margin.
Radiators are filled with a mixture of water and Glycol, in the ratio of 10 to 1 in the first week of November, and are emptied at the end of March. The radiator is then flushed out continuously for two hours to prevent damage to the core by corrosion.
A budget of probable transport costs is prepared by Mr. Britland every year, and it is noteworthy that the last total was within 11 per cent. of the budgeted figure. An operating report contains details a movement costs, maintenance, depreciation, contractors' charges and "burden expenses," the last-named including clerical costs and loss of drivers' wages through standing time.