A BIG LAUNDRY FLEET MA' MAKES 21,500 CALLS A DAY
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MECHANICAL and operating efficiency assume particular importance in the case of a big laundry concern on account of the exceptional stres3 imposed upon the vehicles and tyres, caused by the large number of calls made in a day, and of the need for punctuality. The latter factor is of special moment where large contracts with hotels are concerned. Apart from these considerations, however, laundry vehicles must, for obvious reasons, be turned out in a smart and clean condition, and call for unusually close attention on the part of the maintenance department.
These facts are borne out by the experience of Advance Laundries, Ltd., one of the largest companies of its kind in the country, which employs over 165 commercial vehicles for the collection and delivery of laundry from 12 depots in London and the Southern Counties. Mr. H. W. W. Baker, A.M.I.A.E., chief transport engineer, may justifiably pride himself in the knowledge that it would be difficult to improve upon the vehiclemaintenance and costing systems of his company. " Our records for August show that, during the month, when the fleet covered sonic 130,000 miles, delays, due to mechanical defects on the road totalled less than two hours," he informed a representative. of The Commercial Motor.
-. The fleet comprises Fordson 2-tonners, including VS models, Ford 30-cwt., 1-ton, 12-cwt., 10-cwt. and ri-cwt.
vehicles, Morris-Commercial 30-cwt., 25-cwt. and 1-ton machines, Chevrolet 25-cwt. and 15-cwt. vans, and B.S.A. front-wheel-drive 5-cwt. vehicles. The service vans number 165, whilst spare machines in the proportion of approximately 10 per cent. of the total are maintained. The 10-per-cent. ratio is also adopted at each depot, the smallest fleet being attached to the Chiswick branch, London, where nine service vehicles and one spare are stationed.
The main depot and transport-repair department are at Valence Avenue, Dagenham, whilst the other London branches are at Brixton, Chiswick, Clapton, Finchley, Highbury, Manor Park and Norwood. These depots are. well distributed throughout the Metropolis, so that the whole of the London area is covered without over 1i32 • lapping. Additionally, there are provincial branches at Bournemouth, Folkestone, Oxford and Minster, the last-named depot serving the isle of Thanet. When the vehicles arrive at the factory, they unload into partitioned bays with .front sliding doors. Each bay is devoted to a certain round and the goods are transferred from this point to a conveyer, which carries thern to the sorting table, where they are classified, numbered and placed into bins, according to their nature.. The material then passes to the rotary washing machines, the speed of which is regulated according to the quality and class of work. The next process is known as extracting, by means of which surplus water is removed by centrifugal force, the machines used for this purpose being hydro-extractors. The clothes are sufficiently damped for ironing, afterwards being packed for delivery. Collare about 8,000 of which are handled weekly at the main factory—undergo about six special operations. Over 12 tons (-dry weight) of goods pass daily through the principal depot and, when finished, they are assembled according to their numbers, packed and transferred to the loading bays, situated on the opposite side of the factory from the unloading section. Each round has it own loading bay equipped with racks., The need for efficient maintenance becomes obvious when it is mentioned that the fleet makes a minimum of 21,500 calls daily, representing an average of more than five stops per mile and 80 per hour. The average weekly mileage is, however, fairly low, the fleet covering 27,000 miles during this period. If an emergency call be received from the driver of a disabled vehicle, a breakdown van and, if necessary, a substitute delivery machine, are, with alniost the expedition of a fire-fighting service, sent out within three minutes of the notice being given. The maintenance staff at the chief depot is of four grades, the first comprising fitters who carry out complete overhauls; the second, • dock-overhaul engineers; the third, maintenance fitters ; and the fourth, general mechanical hands, who assist in stripping vehicles, are tin capable of acting as spare drivers and handle the breakdown vans. The last-named category is known as the running-shift staff and operates inshifts from 6 a.m. until 3 p.m., and from noon until 9 p.m., with intervals for meals.
The drivers make a weekly mechanical report, in which the following headings appear in the lefthand column :—Engine, clutch, gearbox, transmission couplings, differential, wheels, tyres, battery, starter, screen wiper, bodywork, radiator, lights, springs, brakes, steering and sundries. There is a column for each day of the week and others for remarks, driver's signature and fitter's signature.
Every six weeks, each vehicle returns to the head depot for a dock overhaul, which occupies 21-3 days, when attention is given to the engine, clutch, ignition and petrol systems, gearbox, differential, brakes, steering, lights, number plates, road springs, lubrication, speedometer, tyres and any other necessary item.
The dock-overhaul sheet shows the date on which the vehicle was last dock-overhauled, the number of the machine, its make and type, the name of the depot and The date. The left-hand column lists the standard work to be carried out and, in the second column, defects under each heading are enumerated, the third, fourth, fifth and sixth columns showing respectively the cost of labour, the nature of the material used, the cost of material and the total cost.
Repairs due to accidents and executed during the dock overhaul are shown separately. During this overhaul the wings and. body are touched up and varnished, the vehicle is polished and the walls of the tyres are whitened. Each van is completely repainted annually.
Complete Overhaul After 30,000 Miles.
After 30,000 miles of running, each van undergoes a complete overhaul, in the central repair department, when the engine is changed. This operation occupies about three days. The reason for the length of time involved in a dock overhaul is that the engine is dismantled and not replaced en blbc, as is the case with a complete overhaul.
In addition, the vans attached to the branches, where the maintenance facilities are naturally not so extensive as those provided at Valence .Avenue, are dock-overhauled on a smaller scale every three weeks. All overhauls are -completed •by Friday, so that the :full 'fleet strength is available on Saturday, which is a particularly busy day in the laundry industry. The dock-overhaul records, along with the drivers' weekly reports, provide a complete. history of the mechanical efficiency of each vehicle throughout its life.
A branch engineer and fitting staff are stationed at each depot, the engineer making a weekly return to Mr. Baker of the mechanical condition of each vehicle in his care, of the quantity of petrol and oil consumed, and the mileage covered.
A system of centralized buying of all rolling stock and materials is observed, whilst a daily transport service to all branches in the London area is maintained from the central repair department, at Dagenham, for delivery and collection of spare parts, etc.
The main depot is fully equipped and welding is carried out, even in the case of aluminium. The daily service operations include vehicle washing to a regular nightly schedule. Worn tyres are treated by the Tenax Tyresoling system, practised by Henry. Simon, Ltd., Cheadle Heath, Stockport; and Duke's Road, Acton, London, under which a new band of 'rubber is vulcanized on to the tread without touching the shoulders or side walls. The results have, we understand, been successful.
The main transport department is virtually a separate organization from Advance Laundries, Ltd., for theprinciple of hiring out vehicles to the branches is followed. Each branch is debited with a sum comprising the standing charges, plus the running cost per mile of each • vehicle. The invoice shows, in the first column, the number of the van, in the second columñ. the type, in the next series of columns the mileages per week, followed by the basic running-cost figures per mile, the total run ning costs per vehicle, standing charges and the total. A separate note is made at the foot of the invoice of the amount for depreciation included in the standing charges.
Spare Vans and Standing Charges.
Standing charges are not debited against spare vehicles, the cost under this heading being distributed over the service vans. When a " spare " is in use, • the running costs are debited against it and the standing charges against the service outfit undergoing overhaul, so that the total is the same, whether a spare or a service machine be in operation. To the actual cost of repairs 10 per cent, is added to cover the expense of handling material.
A most comprehensive monthly statistical report is prepared in respect of each branch. In addition to the vehicle number and its make and type, a record is made of working hours, mileage, miles per gallon of petrol and oil, the quantity of petrol and oil consumed and the cost. on each account, and the cost of tyres, with their make and size.
The next series of columns shows the cost of wages, management, •r,epairs, overhauls, painting, overheads; ••••: -depreciation, registration and licences, insurance, obsolescence; washing, rates and insurances for employees. Finally, the total expenses, the cost per mile in pence, and branch cash receipts are enumerated.
The information contained in this record is summarized on one sheet, under the headings Mentioned, in respect of the whole of the branches, so that the cost , of transport for each depot and for the whole of the
` company is available at a glance. Although the costing system may, at first sight.appear to be complicated, it is such that any desired information can readily be obtained, whilst, within six days of the end of each month, cost details for that month are available.