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It tightening by festern Transport Ltd it an energetic response
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problems by John Darker ■ ITLY had the pleasure of Mr M. J. (Mike) Timms, director of Western I Ltd, at Avonmouth. Mr !arned his professionalism resourceful operator, Mr Biams, whose Queensferry I suspect, is one of the jewels in the crown of the Development Group. fransport is another TDG and it is encouraging to bright young men in the n progress to their own .ot surprised to learn that ulage is very competitive in ol area. WT has been / a loss of traffic to the port but the company has faced a swift change in its fleetthe present 90-vehicle fleet aing of high-bodied, largevans. Van traffic offers better rates -outwards, and WT is lucky in having customer help in loading the big artic vans, but return loading is perhaps more difficult than flat bodied vehicles.
Trunk services decline
If WT's experience is typical, trunk services are showing a marked decline, perhaps because of the difficulty of drumming up enough traffic for regular trunk services. At Avonmouth, where 12 night trunk services used to operate, only three now run. There is a tendency to 24hour operation, with maximum flexibility, and more co-operation than was once the case with group companies. There has been a fleet reduction at the small Warrington depot controlled by WT and the Avonmouth/ Warrington trunk is now on a changeover basis. Mike Timms has no doubt that the TDG philosophy of fully autonomous local management pays off in the marketing of transport services. He would not wish to emulate certain large organisations with a team of marketing people chasing traffic. By making the deals personally and having responsibility for the whole operation he knows that he can keep faith with customers. The nightmare of over-enthusiastic traffic salesmen who "buy" traffic at marginal rates, or worse, is therefore avoided.
TDG companies can get advice from head office on legal, insurance or estate problems but their routine financial returns — on which the group's success has been built — are submitted to the area office at Bristol, which sifts and forwards relevant figures to the group hq.
The essential problem of Western Transport is to earn enough revenue to meet the obviously high capital charges on the splendid depot and warehouse site. There is clearly a limit to belt tightening jf the business is to remain profitable. The site is big enough to house 200 vehicles but the fleet has been reduced in the past year from 105 to 90 vehicles.
Separate cost centre
Fortunately, the warehousing space available has been let so current operations are almost wholly concerned with haulage. The warehousing is a separate cost centre, handling and rental charges meeting fixed overheads. Although it is a competitive business the availability of warehousing at the right time can be profitable. A haulage company with warehou.sing facilities can extend its services to customers.
WT has actively sought a number of long-term contracts to deploy its vehicles, for five years in the case of tankers. Mr Timms sees scope for contracts lasting for a year, to provide continuity and reasonably predetermined costs for general haulage vehicles. Ideally, he would like to have 60 per cent of vehicles on long-term contracts with 40 per cent available for general haulage work. The immediate target for his general haulage fleet is an equal mix of box and flat vehicles — the flats are mostly 33ft to 40ft trailers some with twistlotk fittings for containers. As evidence of WT's interest in long-term contracts, Mike Timms said the company would consider buying existing fleets run by manufacturers, for conversion into a normal contract deal. Agreements of this nature may become increasingly common as cash-flow problems bite fiercely.
Diversifications undertaken by WT include repair work for other haulage concerns and driver training. In both fields, spare capacity was profitably utilized. Some of the best managed road transport companies have been considering applying for levy exemption, since the RTITB's recently published employers' guide. WT. I was interested to learn. believes its £8,000 training bill would be cut by half if levy exemption were achieved.
Business Contraction
As an example of the way in which a road haulage business must contract in a difficult trading situation, Western Transport employed a total of 248 people in August 1973, 48 being white-collared staff. The total employed on January 1 1975 was 166, of whom white collar staff numbers 30. This contraction of operations involves agonising decisions for management and, no doubt, much sadness on the part of staff involved in an enforced separation. Long service staff, of course, are entitled to redundancy payments and companies have to budget for this factor continuously. Driver morale is a vital factor in maintaining the competitive "punch" of a road haulage undertak enforced "slimming diet" the closure of depots or tral at Brislington, Berkeley an Today, most back-loads ar before vehicles leave Avor
Western Transport conscious of the impo labour relations. The c Brislington depot with ti drivers to Avonmouth delicate negotiations. The. wish to lose good trail excessive staff cuts would a foolish economy, since C vehicles bring in the revel.
Various driver incentiv were considered. A sehem drivers to earn good bonu days a week is no good tog which needs maximum pr over five days. WT is n bonus on revenue earne. vehicle. M ike Timms feel! present haulage rates 14 effective back-loading bonus earnings are reasoi
Drivers pay
In a good week his di gross £90 to £100, tho fluctuates; more typica may earn £55 basic plus plus overtime, giving a region of £65 -£70, Wonl out fairly so drivers car only the favourites get the jobs.
Fitters who needs re are vital in road transpoi Avonmouth gross around cab of a Berliet, the best drivers .en better. And certainly much t have decades of experience of rucks for long-haul continental )ci all our knowledge has gone !-40tons TR280tractor.
lye paid particular attention to he doors are large with easy ty. The grab handles are easy to :an walk right through, because compartment is not in the way. )T feels good and spacious, and °sphere of quality. Visibility is The cab is deep, with protwo very comfortable full-size J the noise-level is the lowest in or this type of veh ic I e.
.ating arrangement, too, stems ud i es of what drivers need most Ire ergonomic, and the driving ; to the driver's weight.
touches count a lot, and Berliet ,ing out. From cigar lighter to uggage rack, door pockets to speakers, ashtrays to automatic np.
R280 power unit' is the wellylinder in-line Berliet engine Jst-driven turbo supercharger 242 bhp (BSAu 141a). A special is its exceptional torque of at 1300rpm. Gearbox is the = 5K 110 GP, and steering is sted. Rear axle is generously xi for 13 tons capacity.
and delivery are very competiie warranty is comprehensive. Jetai Is with your Berliet Dealer. service and spares distribution e Dealer. Network is under the rol of the Factory Subsidiary in
.?.d demonstration vehicles are ,sk now fora test. Fora brochure T. information, write or 'phone: (UK) Citax Ltd,
Nestern Trading Estate, Road, London NW10 7LX. !: 01-965 7822 . Telex: 923959.