AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

# What to Charge for Brick

23rd May 1952, Page 54
23rd May 1952
###### Page 54 ###### Page 57 Page 54, 23rd May 1952 — What to Charge for Brick
Close
Noticed an error?

Which of the following most accurately describes the problem?

ALITTLE recapitulation is necessary for the full understanding of my article this week. In that published last week on the rates for brick haulage I commenced by giving a set of figures for the operating costs and charges for three types of vehicle, a 15-tori oiler, a 6-ton petrol and a 6-ton oiler, and according to this the time and mileage charges worked out at 13s. 714. per hour and Is. lid. per mile for the 15-tonner; 8s. per hour and 111d. per mile for the petrol-engined 6-tonner and 8s. 4d. per hour and 84d. per mile for the 6-ton oiler.

The figures were then used as a basis for the calculation of rates for the haulage of bricks. The basic assumption was that the time to load or unload 1,000 bricks was half an hour; that means that terminal delays for this work were taken to average an hour per 1,000 bricks.

Hau

in the case of the 5,000-brick load, five hours for terminal delays I provided for only four and a half hours.

The travelling speed in the case of the 15-tonner was assumed to average 20 m.p.h. over all distances. In the case of the 6-tonners it was taken to be 20 m.p.h. for the first 10 road miles and thereafter 30 m.p.h.

I assume that the figures quoted for the cost of operation in the three types of vehicle were sufficiently accurate to serve the purpose. If that be so then if any error arises it may be due either to the fact that the loading and unloading times are less or greater than the half an hour per 1,000 assumed for each or that the travelling speeds differ. At the close of the previous article I stated that in this one I would deal with such probable variations and give corresponding figures for charges.

The first assumption is that the time for loading or unloading 1,000 bricks is not half an hour but 20 minutes. Dealing with the 6-tonners, the basic figures for rates are A36

For the next lead distance-that is, 15 road miles-the addition to the charge for a 10-mile lead, namely, 18s. 11d., is, as before, 6s. Id., because that is not affected by the alteration in the terminal-delays. It is, to the nearest penny, 6s. Id. per 1,000, calculated in this way. For travelling time (now assumed to average 30 m.p.h.), one-third of an hour at 8s. per hour, 2s. 8d. For mileage, 10 miles at 111d., 9s. 7d. The total is 12s. 3d. That is for 2,000 bricks, so that the charge for 1,000 is 6s. Id. The figures in the third column of Table III are calculated on the foregoing basis.

While I have these terminal times in mind it may be as well to deal with the corresponding figures for the 6-ton oiler. The time for the round 20-mile journey is the same, two hours 20 minutes, but the rate is now 8s. 4d., and the charge for that time, 19s. 5d. Add for 20 miles at 81d. per mile, 14s. 2d. The total charge being thus 33s. 7d., which is 16s. 10d. per 1,000.

lage

we must allow one-third of an hour for travelling time, and that at 8s. 4d. per hour is 2s. 9d,, and for 10 miles at 80., which is 7s. Id, The total is 9s. 10d., so that the addition per lead is 4s. 11d. It is likely that the loading and unloading Limes would be more than half-an-hour per 1,000 bricks and I previously suggested a variety of reasons for this.

The next set of figures in Table III is calculated on the assumption that loading and unloading times are 45 minutes per 1,000. For a 2,000-brick load, therefore, the total terminals would be four times three-quarters of an hour. which is three hours. The time for 20 miles (a 10-mile lead) at 20 m.p.h. is another hour, so that the total for the round journey is four hours, which, at 8s. per hour, is

£1 12s. The cost per mile remains the same at 81c1., and the charge for 20 miles is 19s, 2d. The total charge for 2,000 bricks is thus £2 us. 2d., and per 1,000 .11 5s. 7d.

The extra for each additional five-mile lead is the same as before, 6s. Id., and the figures for rates based on this latest assumption are as set down in column 5 of Table III.

If an oil-engined vehicle be employed then the charge is made up of four hours at 8s. 4d., 33s. 4d. Add for 20 miles at 8,Id. per mile, 14s. 2d., ind the. total charge becomes £2 7s. 6c1., which equals El 3s. 9d. per 1,000. The increment per five-mile increase of lead is the same as assessed for the oiler, that is 4s. lid., and the figures in column 6 of Table HI are calculated on that basis.

The third modification in the conditions is one for which there may be less justification, but it is one with which I propose to deal as it may Serve as an answer to criticisms.

In the previous calculations 1 assumed that over the first 10 road-miles lead, the average speed of the 6-tonner was 20 m.p.h. That is reasonable, especially in congested areas. In some industrial districts 20 m.p.h. would be more than the average throughout a journey of almost any length. However, I propose, in this last case, to assume that the 6-tonners average 30 m.p.h, over the 10-mile lead, also that 20 minutes is sufficient to load or unload 1,000 bricks.

This means for the 6-tonner that the total journey time will be two hours, made up of one hour 20 minutes terminals and 40 minutes running. At 8s. per hour the cost is 16s. The mileage charge remains unaffected at 8id. per mile and amounts to 19s. 2d. for the 20 miles. The total charge is thus £1 15s. 2d., equivalent to 17s. 7d. per 1,000.

The increment per five-mile lead remains unaffected by these variations in conditions, it is still 6s. ld. per 1,000. The completed line of figures calculated according to this is given in column 7 of Table HI. Similarly, with the oil-engined 6-tonner the time charge is two hours at 8s. 4d., which is 16s. 8d., add that for 20 miles at 81d., 14s. 2d. The total is 30s. 10d., equivalent to 15s. 5d. per 1,000. In this case the increment per five miles increase in the lead mileage remains at 4s. 11d, In Table IV is set out the information as to a week's work with a 6-ton petrol-engined vehicle. Table V is another example of a week's work with a petrol-engined vehicle. Table IV shows that working 53 hours a week and covering 500 miles the revenue is £29. Now the bare cost of operating a 6-tonner, according to the figures in. Table I of the previous article, amounts to £14 10s. per week for standing charges, plus running costs at 90. per mile for 500 miles, £19 15s. 10d. The total cost of this week's work is £34 5s. 10d., plus some payment for overtime, which it seems to me need not be calculated as without it the loss on that week's work is £5 5s. 10d.

As far as Table V is concerned, a similar state of affairs prevails and the revenue is less than the bare cost.

Another point arises from these figures. It should be observed, taking note of Table IV, that 16,000 bricks are loaded and unloaded within the• week, the vehicle travelling 500 miles. If it be assumed that the average speed is 25 m.ph. then there are 33 hours left, which are presumably occupied in loading and unloading 16,000 bricks at just oVer two hours per 1,000. .

If the average speed is 30 m.p.h. then the travelling time will be only 161 hours, leaving 36f for loading and unloading 16,000 bricks, or rather more than two and, a quarter hours per 1,000, which bears out my belief that half-anhour for loading or unloading is a minimum.

In Table VI I give some corresponding figures for a week's work with a 15-ton eight-wheeled oiler. According to Table I the cost of operating that vehicle will be £25 per week standing .charges plus approximately £1 15s. for overtime, making £26 15s. Add for 620 miles at 11d. per mile, £28 8s. 4d. and the net cost becomes £55 3s. 4d., as compared with a revenue of £77 1 ls„ which seems to indicate that bricks are better carried in 15-ton loads than

otherwise. S.T.R.