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titOm a year: that's the Volvo expenditure mit British components
Page 107
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.eighted, it bears the cost. 's a system that seems to fork very well. In an average ear around 500 tons are air .eighted compared to about 0,000 tons of shipped
All this seaborne traffic is Iken solely by Thor Line hips from Volvo's nmingharn cargo terminal ) either Sweden or Holland r Belgium.
Immingham also holds a lock of packing material, inluding pallets, which is eculiar to Volvo. In fact, olvo has something like 6m tied up n packing iaterial, and this is given to le suppliers free of charge.
However, suppliers are ccountable for the packing laterials and pallets. To ensre that shipped parts are orrectly labelled, packed in le right way and that the upplier knows how to act, 'olvo gives them a suppliers' nanual.
Not only Britain's nanufacturers benefit from he supply of parts to Volvo, or there are 18 hauliers here landling the transport of tolvo parts in the UK.
The list of firms supplying
to Volvo reads a bit like a Who's Who? of the motor industry. GKN Sankey supplies wheels, Bendix Westinghouse and Girling supply brake parts, Automotive Products supply clutches — the list is a long one. However, one of Volvo's largest suppliers is British Steel Corporation, which provides most of the steel used for truck chassis side-members and so on.
Although Volvo dualsources many components to maintain supply continuity, the list of individual parts Britain supplies is a long one, too, including springs, tyres, steering units, mirrors and many more.
In a way it could be said Volvo is indirectly exportihg British components, for after all the parts are used on trucks and cars all over the