Meticulous Maintenance T — Password to Success
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How a Montreal Haulier Built Up _his Fleet from Small Beginnings and Maintains it at Peak Efficiency by Careful Attention to Service
HIRTY-THREE years ago a big brewery in Montreal lost its fleet in a disastrous garage fire and a .few of the remaining White trucks were put up for sale as scrap. Mr. Joseph Desrosiers, a young French-Canadian, had been thinking about entering the haulage business, but his main deterrent was lack of money. The fire was his opportunity to start. He took all his ready cash and bought three of the Whites and had them towed to his yard at Ville St. Pierre, a suburb of Montreal. When he returned home from work each day he busied himself with putting one lorry together from parts of the three. After several weeks he succeeded, and he then sought to find a company to give him work. He obtained custom from a local flour-mill, and soon found that if he started work at dawn he could deliver one load before the other hauliers arrived, In this way he earned extra money, which he saved.
Night Work
Nearly every day he had to work far into the night on the engine, so that it would start the next morning. During those long evenings he decided that the most important thing in road transport was good maintenance, and that maintenance would have priority over everything else.
. He invested all his money in garage equipment, so Much that he Was not able to purchase a new vehicle for five years. During that time he entirely rebuilt the other two Whites and today those three vehicles are still on the road six days a week. .
At the present time, the Desrosiers Cartage Co., Inc., is a family business. Mr. Desrosiers is president, his son, Albert, vice-president, and Mrs. M. Desrosiers secretary and treasurer. Mrs. Desrosiers was able to run the company alone for over two years, besides taking care of her family, when her husband was in hospital.
Large Fleet
The fleet consists of 149 vehicles and is one of the largest in that part of Canada. There are 132 heavy-duty
• lorries and 17 tractors, the newest edition being an Autocar 7k-ton oilengined six-wheeler. Orders have been placed for two International tractors, four White tractors and another Autocar. The tractors altogether cover an average of 6,750 miles a week.
When Mr. Desrosiers organized his maintenance schedule, he carefully studied systems recommented by manufacturers and those followed by competing hauliers, but he did not consider that they. went far enough in eliminating the human element. They all depended too much on the driver or mechanic; he wanted a system that was foolproof. Finally, he went to the • railways and studied their system of rolling-stockmaintenance and found --theirmileage maintenance system Ideal kr his purposes.
, Ifs full-time staff consists of three n10 mechanics, a painter, a tyre expert, a carpenter, a welder, a chassis washer, an inspector and a fleet superintendent. The entire fleet operates under the personal supervision of Mr. Desrosiers, who has never quite got over the idea that he must still do most of the repair work himself. He holds an enviable record in having the most photographed fleet for . Canadian manufacturers' advertising purposes.
The maintenance schedule does not involve a profusion of complicated forms. There is simply a series of typewritten form' S inserted in large transparent envelopes, one of which is hung on the radiator cap of the vehicle corresponding to its service requirements. Each night, when the driver returns his daily time card, his speedometer mileage is marked thereon. The first maintenance routine starts at the 6,000mile mark. When the driver's mileage report shows 6,000, the superintendent hangs the 6.000-mile envelope on the radiator cap.
This envelope instructs the mechanic to check all engine bolts and the intake and exhaust system, as well as the carburetter flanges, for tightness. The vacuum tank, fuel and carburetter filters are cleaned. All sparking plugs are removed, cleaned and adjusted; the
• compressions in the cylinders are checked. Dynamo brushes are inspected for wear and switchbox and startermotor connections tightened. The battery terminals are cleaned, tightened and greased.
The clutch pedal is inspected and adjusted. The differential, transmissiort and universal joints are checked for possible leakages. Brake-drum inspection plates are removed and the facings looked over for grease. The front wheels are aligned; the chassis frame examined for loose rivets or bolts, and the mechanic checks the wiring system. When all this has been completed, the envelope. is returned to the superintendent.
12,000 Mile Service
The next, scheduled period is at 12,000 miles. The appropriate envelope instructs the mechanic to check the engine oil pressure and make any necessary adjustment. Air-brake valves are inspected for leakage; both hand and foot levers are tested for proper pressure. The mechanic then inspects the cab roof, doors, cushions and condition of the paintwork. The oil feed to the compressor is checked and the fuel pump reconditioned.
At 38,000 miles, the superintendent hangs up the third envelope and the maintenance schedule calls for the mechanic to take off the sump and clean it. All bearings are then inspected and adjusted, and the engine is decarbonized. The valves are ground and the valve guides are checked for clearance._ The carburetter is dismantled, cleaned and new jets are installed. Both the dynamo and starter motor are completely overhauled at this period.
Air-brake valves are dismantled, and cleaned and the air lines blown out; the fuel tank and pipes are cleaned and tested. All wheels are removed and the bearings checked for wear, being packed with grease before they are replaced.
New Rings Fitted
The next maintenance schedule envelope is hung on the cap at the 72,000-mile mark. The mechanic checks the cylinder-bore wear and the .piston rings are renewed. Connecting rods and bearings are replaced, and the air brakes, diaphragm and compressor are also renewed. The final envelope of the series goes on at 120,000 miles. This calls for the removal of the engine, which is sent back to the workshop for complete rebuilding, being replaced by one from stock. The transmission system and differential are inspected and overhauled if necessary. .
In addition to these routines comes what is called "petty service." The mechanics make a daily inspection for burned-out light bulbs or fuses; the crankcase oil level is checked and all hose 'connections inspected for leaks. A fitter looks over the steering mechanism to see that it is in safe condition. He also checks the brake reservoir pressure and the air-brake separator and tank are drained. Every few days, the tyre expert goes over every tyre in the fleet, checking to see that the drivers have maintained. the proper pressure, repairing small road cuts and removing glass or other foreign matter. Tyres are changed . every 25,000 miles and sent away for rebuilding.
Vehicles are washed at least once a week, which includes an under-body and chassis cleansing with a steam washer. The jockey wheels and springs are lubricated. Every 2,000 miles, th'e chassis is completely lubricated, the mechanic also checking the door hinges for tightness, after which he lubricates them as well as-the bonnet hinges and locks.
Twice a year, the engine and everything under the bonnet is given a steam bath. The radiator is flushed out and refilled; the front and rear axles are inspected and overhauled if necessary. All brakes are re-faced and the clutch is overhauled. The springs are inspected and any broken leaves removed. 'Once a year, the semi-trailer vans pass through the body shop for a check and rebuilding if necessary. The whole body is repainted.
Mr. Desrosiers says that many of his competitors claim he overdoes maintenance, but his records prove otherwise. He obtains many years of service out of each vehicle. There is practically no loss of use through breakdown, and he holds many longstanding accounts with customers because they can always depend on his vehicles arriving at their destinations on time.