Maximum Though often considered a major Productivity ploited can add
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to operators' revenue GREATER productivity must seem somewhat distantfor road transport operators confronted with mounting traffic congestion, worsening turn-round times and stricter demands by customers as to the standard of service provided. To offset these factors. the operator, within his own sphere of control, has two main approaches in trying to solve the continuing problem of maintaining, and possibly improving, his operating efficiency, despite disadvantages.
Chassis manufacturers and body builders together continue to • devise means of producing more efficient commercial vehicles. As the recent Commercial Motor Show revealed, the British operator fortunately has,a virile manufacturing industry on his doorstep, with the result that he has the choice of a wide range of vehicles. But for this very reason it is especially necessary that he should first make as accurate an assessment as possible of the type and quantity of traffic the vehicle is likely to have to move, and then select the vehicle accordingly.
But in practice there are so many variable factors that the ultimate choice must be largely a compromise. Thus, in the relatively simple problem of suitable capacity. not only will daily variations in average loads carried have to he allowed for, but the operator may also wish to have some excess capacity to
meet a possible future growth of traffic. _
In addition to providing a margin for traffic expansion, operators serving many industries will also be called upon to make adequate arrangements for seasonal fluctuations. Examples occur in agriculture and allied trades at seed and harvest time, or the food and wine trades at festive seasons. These latter fluctuations are often so large and for so short a period that it is often not possible to meet such a situation by operating throughout the year vehicles slightly larger than otherwise necessary, or solely by intensive working during such special periods.
LAST week the advantages to he derived by the full exploitation of articulation were examined. With a 10-ton artic., fitted with oil engine, it -was shown that in .a hypothetical day's work' such a vehicle, with one semi-trailer only could operate a return trip of 60 miles in 7 hours and move 10 tons at a cost of 12s Id. a ton. But with the addition of an extra serni-trailer (two trailers in all), 20 tons could be moved in 11 hours at a cost of 1 Is. id. a ton. whilst with two extra semi-trailers (three in all) 20 tons could be moved in 8 hours at 9s. lid, a ton.
Whilst obviously the actual amount stated would vary according to individual circumstances, the underlying principles would generally apply and corresponding benefits would be derived from this way of more intensive operation.
More spasmodic spells of intensive working, however, might in other circumstances be better met by the use of drawbar trailers, with the rigid towing vehicle being operated solo for the major portion of the year. As an example of what can be achieved by this type of working, representative costs of operating a 13-ton six-wheel rigid SOO miles a week, with and without a drawbar trailer, are now given.
Dealing first with the vehicle operating solo, it will be assumed that it is in the quality-produced class with a corresponding initial cost of £4,050. With an unladen weight of 6 tons 15 cwt.. the annual licence duty incurred will amount to £126. equivalent to a weekly standing cost of £2 1 ls. 3d. As with the other four items of standing costs, this latter calculation is Made on the basis of a. 50-week year to allow for two weeks when the vehicle may be undergoing major repair, or be off the road due to driver's holidays.
The cost of wages to the employer is reckoned at £10 16s. • Id., based on the rate applicable for a basic 42-hour week in a Grade 1 area, with appropriate additions for insurance contributions and holidays with pay. Rent and rates in respect of garaging the vehicle are reckoned as being 15s. 6d. a week. Comprehensive insurance for this type of vehicle when operating on A licence, inclusive of tonnage and value excess, costs £226 4s. a year, or £4 10s. 6d. a week. Interest charges on the initial outlay of £4,050 at a nominal rate of five per cent add £4 Os. lid, per week.
'T HE total for these five items of standing costs is therefore £22 14s. 3d. for a basic 42-hour week. This is equivalent to a standing cost of 129.78d. per hour or 6.81d, per mile when 800 miles per week are averaged.
Fuel is the largest of the five items of running costs, namely 4.98d. per mile in this instance. This amount is derived on the basis of a cost per gallon for fuel oil of 4s. lid. and a rate of fuel consumption of 10 m.p.g. Lubricants add 0.31d. per mile and tyres 2.12d., assuming a mileage life per set of 40,000. Maintenance is estimated to cost 3.09d. per mile.
The amount to be written off as depreciation is obtained by first deducting the equivalent cost of the original set of tyres from the initial price of the vehicle, with a further deduction Appropriate to the estimated residual value. Then, allowing for, a vehicle mileage life of 300,000, the depreciation cost of 2.63d. per mile is then obtained.
The addition of these five items gives a total running cost of 13.11d. per mile or £43 15s. 4d. a week. The .addition of standing and running costs gives a total operating cost of 19.94d. per mile or 166 9s. 7d. per week, still assuming 800 miles a week are averaged.
Dealing now with the additionai cost of towing a drawbar trailer behind this six-wheeled rigid vehicle, it will be assumed that the price of the four-wheel trailer is £900. The amount of annual licence duty payable is determined by the unladen weight of the towing vehicle which, as already stated, is 6 tons 15 cwt. There are three-categories of trailer duty relative to the unladen weight of the drawing vehicle, namely £12 when not exceeding 21 tons, £18 not exceeding 4 tons and, as in this instance, £24 when exceeding 4 tons. This gives an equivalent standing cost per week in respect of licence of 10s. 5d.
Because it is a statutory requirement to carry an attendant in addition to the driver when this type of trailer is being towed, there will be an additional wage to be allowed for. As with the driver's wage, this will be paid at the rate appropriate to Grade 1 areas when working a basic 42-hour week, with corresponding additions as applied to the driver's wage. One further adjustment also has to be made, namely the upgrading of the driver's wage rate in this instance from the 10to 15-ton category (Which would apply if he were operating his vehicle solo) to the higher grade when towing the. trailer. But since this increase is incurred only when the trailer is being operated it is included as " trailer " wages, although the addition is, in fact, payable to the driver of the towing vehicle.