Getting the right lorry
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SELECTION of the right vehicle for the job it is to do is fundamental to the success of any distribution operation. For the own-account user it is the essential element in achieving a costeffective delivery.
Selecting the right vehicle to meet a given set of criteria can only be achieved after discussion with all functions involved in the distribution chain. A complete understanding of the work the vehicle is to be used for is necessary, and this will cover such items as the size, weight and type of load to be carried, and the routes over which it is to deliver.
Who should take the decisions? Initial decisions are not the responsibility of transport management. A truck is required to do a "job" . to carry the company product between two or more points in the distribution chain.
Within a consumer-oriented operation, the type of vehicle required will change through each stage of manufacture; the design of vehicles to bring in bulk vegetables from the farms for freezing will be different from those carrying cases of tinned vegetables to the shops.
At each stage the producer will need to provide information about the "product" so as to set the criteria for the design of the vehicle.
Loads to be carried: These questions must be answered: • The weight of the "product" related to its volume?
• The height of the product in relation to the floor area required?
• How is the product packed? In unit loads?
• How vulnerable to weather? Any contamination problems?
• What Health and Safety Rules need to be complied with?
• What "security' measures are required? Distribution routes: The "geog raphy" of the routes over which the product is to be delivered will provide answers to the following: • How much motorway driving?
• Town delivery work? Are the routes hilly or mountain terrain? Any "construction site" deliveries?
• What restrictions are to be met in unloading at customer premises? Access restrictions at customer premises? Restrictions which may effect the turning circle of the vehicle?
• Are international deliveries expected or planned?
Type of operations: Details are needed of the type of distribution: • Will full loads be available for every delivery? One drop or multi-drop? Will return loads be available? Will the vehicles be required to operate under a 24 hour shift system? What time schedules are expected to be achieved? What is the ratio of local to long distance deliveries? Are the delivery routes between company plants? Are "handling aids" required?
• Is the vehicle to be single manned or will other persons travel with the driver?
• Will the delivery schedules involve overnight periods away from base?
These questions need to be answered before any attempt is made to draw up a specification covering that part of the vehicle which is to carry the load (product). The information should not only cover the current situation, but should take into account any possible changes in future product policy.
The role of transport management: The "job" of transport management is to analyse the criteria given by the "product function" and to provide a vehicle capable of meeting those objectives. The main headings of the transport "checklist" are: • Vehicle performance over the delivery routes • Reliability in use, including an assessment of expected "downtime" • Requirement of vehicle mounted handling aids • Servicing and maintenance planning • Legal standards and possible changes in the law in respect of operating standards of goods vehicles The engineering function of the transport operation will be involved in this assessment, and discussions will need to take place with the vehicle manufacturers in order to ensure that the final decision produces a vehicle capable of meeting the requirements set.
Using the criteria to prepare the specification: With all information available the task is now to analyse each requirement and aim to satisfy all by providing a vehicle to meet the criteria which has been set.
The vehicle body: No matter what type of vehicle is required, the specification of the "load carrying area" must be set first, and then the chassis specification written to accommodate the "body". The final specification will now cover: • Type of body: flat, box, tanker, hopper, tipper, etc; internal and external dimensions of the "load area"; size, type and location of doors, shutters and tailboards; materials to be used in the construction of the "body" including the roof and floor; insulation and temperature control equipment; internal fittings and load security fittings; load handling equipment; maximum floor height; "flat floor" requirement; special requirements for carrying hazardous loads; painting and livery details.
The chassis specification: The constraints of the C & U Regulations will determine the maximum dimensions and gvw of any chassis to be considered. The final specification drawn up by the engineering function of the transport operation will cover:
• Vehicle type: rigid, draw trailer, articulated.
• Weights: payload, bc weight, gvw, maximum acce ble kerb weight, axle weic and configuration, imp°. weight of trailer if articulated.
• Dimensions: overall len width, height, chassis hei body space (floor area cube), wheel base, overhE turning circle.
• Performance requireme maximum speed for level rE motorway performance, climbing capability in each g power to weight ratio and t targetted fuel return (mpg).
• Environmental consid ations: smoke, noise.
• Additional requiremer fixed or tilt cab, type of transr sion, power steering, cab ci fort, special braking reqt, ments, trailer coupling, fuel t capacity, fuel type, auto-lubr tion, tyre specification, main. ance and servicing aids, "po take off" points to accommoc handling aids.
Selecting the vehicle • Select "proven" mod whenever possible. Sel makes to "match" those alre in use so as to have standard tion.
• Look carefully at new mac and assess the improvement engineering design agai using older models.
• Discuss the type of vehicle quired with "the drivers," • Check on the "back up" fa ties from the manufacturers.
• Keep a close liaison with "body builder" and Elsk his vice about the suitability of chassis considered.
BEWARE . . . there is alwai danger of over-specifyin vehicle, resulting in the 1 price being in excess of the get approved figure. The d plines of transport manager is to balance the tendency of "user" over specifying and "accountant" pruning the sp fication in order to meet a t get.