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Keep Stocks Simple
Page 90
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Standardization of Parts and Fittings Can Save Time and Mone!
AN aspect that seldom receives the attention it deserves, but nevertheless can result in large savings, is the standardization of fittings and accessories. It seems inconceivable that taking five or six vehicles, all of the same model and make, often some, if not all, will have different component parts. Different, that is, from each other.
Now it would be a wild hope to expect the manufacturers to standardize completely, because they are continually making alterations to their designs— which in itself creates insurmountable problems—but the operator can help himself considerably when ordering new equipment by seeing that he does not take into his fleet too 'many differing specifications.
When doing annual stocktaking it is always an eye opener to take a long look at the variety of electrical fittings in the stores. In bulbs alone it is quite easy to tie up a considerable sum of money, even if the whole fleet is fitted with only one type of lamp and of the same voltage. When considering that a standard fourwheeler is now usually equipped with 19 bulbs, and that there are among this lot eight different types, it is not difficult to see why the stock is so large. For items such as lamps and wipers, horns, filters, flasher-units, screen-washers, and so on, it is a good proposition to ask for one's own specification to be fitted when ordering the vehicle. Most of the manufacturers of large vehicles will co-operate on this point, but probably it will be found impossible to obtain what is wanted from the mass producers.
Insist on a Pattern In the case of this type of vehicle it is nearly always found that an operator must help himself when the time comes to replace items such as those mentioned. One can, however, have the last word with anything done with the vehicle once it leaves the manufacturer. When having bodies built and rear wings fitted, insist on a specification, making sure that the parts liable to get damaged or will wear out during service—wings, hinges, locks, doors and shutters—are of a pattern that is already in use.
The bigger the fleet the further standardization can be taken, and items like seats, windows and tail-lifts can be added to the list that can receive attention. Invariably, auxiliary equipment such as tipping gear, cargo pumps and blowers, should be of the same pattern and the method of fitting should also follow a standard practice. To achieve this last point needs only careful administration, and yet it is surprising how many vehicles that are supposedly identical are, in fact, so different that ordering spare parts can present quite a problem. In addition to this the record keeping necessary to provide the information required for ordering will be greatly simplified.
Wheels and tyres present an ideal section of the vehicle to start with. All wheels fitted with tyres of the same size and ply rating should, where feasible, be the same, with off-set, rim-width and number of stud-holes matching identically. It might even prove a proposition to have units on tyres of a heavier ply rating than some of them may need, and to keep lighter vehicles on another standard. For instance, where the fleet numbers 40 vehicles, if 15 of these are under eight tons g.v.w., and the rest of them are maximum capacity foursixand eight-wheelers, all the heavier types would be fitted with either 10.00 x 20 14-ply or 9.00 x 20 14-ply tyres, with the exception of the front wheels of the sixwheelers; these would perhaps have 11.00 x 20 14-ply, and sensible buying would reduce the number of stand-by spare wheels and tyres needed to about six.
Eight Spares or More But if the fleet has some of the maximum capacity four-wheelers with eightstud and 5.25 offset wheels, and the sixor eight-wheel vehicles are on 10-stud wheels and two different offsets, say 545 in. and 6 in., it is quite likely that at least eight, and probably more, will be needed as spares. And it is also likely that a wrong wheel could get issued to a vehicle, and it may well be found that either the wheel will not fit, because the tyre fouls a road spring, or in some cases when used on a front hub, a bigger offset than that for which the vehicle was designed, will result in the rim fouling the steeringarm.
A point not generally recognized is the change in steering geometry needed, when either the tyre size or the wheel offset is altered. This point raises the question of standardization in a different light, but, it also emphasizes the dangers of the wrong parts getting fitted to a vehicle. There are not many drivers who can tell the difference between two wheel-rims, when this may be only 0-5 in. in the offset, but if a wrong one is fitted in the inside rear position this could result in a fire caused by the tyre rubbing against the spring, or at the very least the ruination a a piece of equipment that has cost £50 or thereabouts.
If the fleet is one that does not travel very far from the home base, then the standardization of wheel and tyre equipment can save thousands of pounds in initial outlay by dispensing with spare wheels on the vehicles. A batch of 10 wheels carried at the depot will cover all needs of this type of operation and dispense with the almost certain dis
appearance of the odd spare whee filched by the local villains. It will als increase the payload and present on piece of equipment less to get damaged in the shape of the spare wheel carrie If the fleet consists of articulated unit. it is essential to have every vehicle bui to a standard which will enable corn plete interchangeability. It is well t. remember that to achieve this require much more than that they should all h fitted with either fifth-wheel or automati couplings. Tractor clearance, includ in. the following items, is often overlookec Necessary Clearance The measurement from the kingpin ti either front corner of the trailer will giv you the distance you must have bet wee" the fifth-wheel centre and the back of th4 cab. For safety's sake, allow for a 7 deg tilt of the cab towards the trailer, am add the required space plus 3 in. to :hi measurement between the fifth-whee centre and the back of the cab. Th4 clearance between tractor chassis-end and either the change-in section of tin frame or the landing gear needs carefu attention, as this can easlly be overlooked when a driver couples up for the firs time to a new trailer. The resultini damage can be very serious, and it is no unknown for an accident to be causes through the lack of clearance. And thd same goes for the clearance of tractiveunit rear wings and wheels when foldit4 up.
Other points to take into consideration when dealing with the fittings employed in the connections between tractive unit and trailer are that the brake line couplings are of a standard pattern and so fitted that it is not possible to connect wrongly, and that the lighting plug is standard, both in design and in the way it is wired.
Floorboards to Size One part of a body which suffers constant and extensive wear and tear is the floor. A broken floorboard is not only inconvenient, but also very dangerous. To make for quick and easy replacement, have all floors laid alike and with boards of the same dimensions. Also make sure that the fixings are the same, so that it is an easy proposition to drop another board into place when damage occurs. When having floors laid initially see that this is done in such a way that any one board can be got out without disturbing those adjacent to it.
An awful lot of time can be saved if you know what has to be done and have the bits and pieces at hand to do it. Only by keeping a very strict check on what you are getting when you buy a new vehicle can this he done economically.
R. D. CATER