The Changing Face of MAINTENANCE
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ABASIC principle of commercial-vehicle costing is the division of expenditure attributed to individual vehicles, into standing and running costs. This is a direct reflection of the two prime factors in vehicle operation—time and mileage. Standing costs are further sub-divided into the five items: licences, wages, rent and rates, insurance and interest. Running costs similarly are based on: fuel, lubricants, tyres, maintenance and depreciation.
It would be wrong, however, to accept these 10 items of cost as rigid and permanent. Maintenance might be examined. in this respect.
Several post-war developments in road transport operation have had their effect on maintenance policy. In manufacture, the development of quantity-production methods has increased both the availability and range of low-priced vehieles. Also, there has been the greater access to credit finance schemes. Although both these factors are commonplace today, the need to preserve a vehicle for the maximum period was a vital and . economic necessity when road transport was first being developed. Moreover, conditions then were favourable to such a policy. Vehicles were of simple contruction, while there was less competition for skilled maintenance labour than there is today.
Between the wars, the policy of preventive maintenance was commonly adopted by the larger operators, particularly those engaged on passenger work. For example, in one bus company light docks were carried out on every vehicle at 20,000 miles, medium docks at 60,000 miles and heavy docks at 80,000-90,000 miles. Efficient and elaborate schemes were devised to meet this need.
The substantial increase in the potential life of modern vehicles and components and different conditions in the supply of commercial vehicles, have extended the period of such overhauls and made it necessary to re-assess the whole position.
Although primarily an engineering problem, changes in the traffic aspect of transport operation can also affect maintenance policy. The increasing tempo of modern industry demands greater speed and regularity of delivery services—almost to conveyor-belt standar& This situation obviously balances on the roadworthiness of the vehicles which, in turn, is affected by an increasing difficulty, in some areas, in obtaining, and retaining, skilled fitting staff.
Paradoxically, therefore, the small operator today may have a greater maintenance problem than ever before. The first factors to be considered are the type of traffic he is engaged in and the area in which he is based.
The term, "estimated vehicle mileage life," can have different meanings to different users, although all may be efficient in their own sphere of operation. A north country operator finds it economic to change " vehicles after 18 months' use, even though they are in the quality. class, The second user is glad of the opportunity to •obtaiti•low4.nileage.vehicles of this type, which he then proceeds to operate for several years.
The first operator is based in a remote area and handles perishable traffic, destined for daily markets. Despite the reasonable attempts of the manufacturer to provide adequate service depots, cases arise where:some lisers are too far away for immediate attention. In such .a situation, even with quality-class vehicles, some trivial .defect could mean the loss of a vehicle for a day. The haulier's alternative—to provide his own maintenance department—could be an expensive business in a remote area. Even if some Suitable labour were available locally, and expensive outlay were Made on service equipment, staff replacement might be extremely difficult. By adopting the policy he did, the 'first user completely eliminated any financial or administrative worries in connection with maintenance in exchange for • an admittedly higher depreciation cost.
Adequate Facilities
The second operator, being situated in an .',irban area and within reasonable distance of the manufacturer's service depot could, on the other. hand, expect adequate maintenance facilities to preserve maximum availability..
Moreover, the high level of vehicle maintenance considered essential for perishable traffic could prove Innecessary for loads which were less urgent or lower rated.
The increased mileage obtained from modern commercial vehicles, before major overhaul is necessary, is a major benefit to operators. But two subsidiary issues have equally important long-term effects This mileage is now sufUlently high for some operators to•rerilace vehicles "whereas previously it would have been uneconomic do so at this stage.
The other factor concerns the proportion i of total maintenance cost per mile which can be allocated t either servicing' or repair. Formerly, where the 'intervals between major overhauls were comparatively short, the repa1r cost per mile
was sufficiently high to make the servicing cost per mile appear relatively low.
Conversely, the increase in mileage before overhaul has made operators examine servicing methods and costs more cloe1y. Especially is this so when labour—now at higher rates—forms such a high proportion of this cost.
The fitting of automatic chassis lubrication to an increasing range of vehicles confirms the need for this type of equipment. Apart from the economic aspect and the higher mechanical efficiency claimed from its use, it is of particular benefit to certain types of goods vehicle operation where most of the fleet returns to base only at week-ends.
Labour Conditions
The problem of efficient and economic servicing is closely allied to current labour conditions. Although the duties involved are admittedly comparatively simple, they need to be done regularly and conscientiously if premature mechanical failures are to be avoided. There is also the problem of scheduling servicings conveniently.
Whilst ample time may be made available overnight the high cost of night work, coupled with the difficulties of adequate supervision, often makes this method too expensive. By arranging for the work to be done in the early morning before the vehicles depart for duty these two disadvantages can he avoided, but work may be either rushed or omitted. The increasing demand for maximum vehicle availability, coupled with the high cost of labour, does emphasize the advantage of adopting one or more forms of automatic servicing.
In addition to automatic chassis lubrication, many small hauliers make drivers responsible for fuelling their own vehicles. While greater safeguards must then be provided to ensure that correct amounts are allocated to specific 'vehicles the wider use of the oil-engined vehicle is a distinct advantage in this respect. It does not provide the same temptation tor mis-use as a petrol-engined vehicle.
For fuel-consumption records, it could stilt be arranged that one filling a week—say at week-ends—was checked by a responsible member of the staff, so that, in total, the fuel issued throughout the week to a vehicle would correspond with the mileage covered, even though one or more of the successive daily fillings were not completely accurate. &B.