By P. A. C. Brockington, A.M.I.Mech.E.
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AN outstanding example of intensive vehicle employment is provided by the weekly programme of an Atkinson six-wheeler outfit operated by Bass, Ratcliff and Gretton, Ltd., Burton-on-Trent, which involves a total mileage of over 1,900. Leaving Burton on Sunday night with a load of casked beer for Middlesbrough, the vehicle is back at its base early the following day, and on the Tuesday makes a round trip to Bristol.
After a run to Exeter on Tuesday night, the outfit is taken over by a shunting driver for a day run to Devonport, and on Wednesday night it returns from Exeter to Burton. Thursday is occupied with a two-day journey, to Staines, and On Thursday night the Exeter run is repeated.
The day trip on Friday involves a return run from Exeter to Redruth, and overnight the outfit travels back to Burton. A total of four drivers is employed during the week and there are eight changes of driver.
" Attic " Covers 2,700 miles a Week An even greater weekly mileage is covered by an Atkinson tractor employed in conjunction with three maximum-load tandem-axle semi-trailers for runs to a store in Hull. Two runs are completed every 24 hours, and a total of 2,700 miles is covered in the week. This is regarded as the " ideal " operation in that it represents almost continual use of the vehicle on a route to which it is well suited. The stores in Hull and Middlesbrough are both company-owned, and terminal handling of the vehicles can be organized to the best advantage.
Records of the two vehicles typify the operation of the long-distance lorries in the company's fleet of over 100 vehicles, and they are the more remarkable because the concern are virtually " new" to road transport.
Although the company operated a small number of c16
tankers and lorries in 1955, the transport organization was mainly based on the railways. During the rail strike of that year, the immediate dislocation of deliveries gave the advantage to brewers who operated sizeable C-licensed fleets. Moreover, the emergency service provided by local hauliers and British Road Services gave proof of the many advantages 'of long-distance road transport over rail.
This led to the decision to establish a road fleet of tankers and platform vehicles to carry at least a substantial proportion of Bass-Worthington products. The advantage in terms of delivery time is typified by a return delivery run of a maximum-load eight-wheeler in 24 hours compared with the rail transport of a similar load at a frequency of deliveries a week.
In this case a delay of the order indicated may result in deterioration of the ale. Round-the-clock working is now the general rule and, on average, long-distance vehicles individually cover about 65,000 miles a year. Paradoxically, the major handicap to the introduction of road transport has helped to create a system that is _ one of the most efficient in the country. Designed for rail transport, the premises of the Burton breweries, present many obstacles to the movement and accommodation of heavy road vehicles, and this applies to the facilities for maintenance and overhaul.
Vehicle operation throughout the 24 hours must be
combined with staggered loading times to avoid congestion and give a quick turn-round. Of necessity, docking for maintenance is reduced to a minimum, and vehicles are replaced at mileage intervals well within the normal life of the power unit and major components to ensure reliability.
The vehicles afford a good advertising medium for Bass and Worthington ales, and the cost of breakdowns is measured in terms of unfavourable public reaction as well as direct economic loss, It is considered that exploiting vehicle makers' services to the/ full and reducing workshop staff to the minimum have the merit of obviating the withdrawal of vehicles from service to avoid temporary idleness of fitters.
Many of the long-distance vehicles have individually covered over 200,000 miles since they were purchased in 1957, and a maximum mileage of around 250,000 is regarded as the economic limit, Experience has shown that this mileage can normally be covered without intermediate overhauls, apart from decarbonizing the engine at the required intervals, if a rigorous system of inspection is enforced.
Of the 108 vehicles in the Bass-Worthington fleet, 19 are tankers with capacities from 20 to 60 hogsheads. Apart from three Leyland and two Thames Trader rigid tankers of 20-hogshead capacity, based on 8-10-ton chassis, the prime movers are all of Atkinson manufacture. The largest are maximum-load eight-wheelers carrying multicompartment 60-hogshead tanks. This represents a load of 3,240 gallons.
Special articulated outfits comprise a 56-hogshead tanker and one of 52-hogshead capacity, the Dyson tandem-axle semi-trailers giving gross laden weights of 24 tons and 221 tons respectively. Articulated outfits are also employed for 40-hogshead tankers, and a number of tanks of this capacity is based on rigid chassis, the total of the two types being five.
Every Gardner Engine Represented Carrying 20 hogsheads, the three remaining Atkinson tankers are mounted on 8-10-ton chassis, whilst platform lorries comprise seven maximum-load four-wheelers, a 12-I3-tonner, an 11-tonner and five 8-tonners. Every type of Gardner power unit is represented in the Atkinson fleet, the eight-wheelers being equipped with 8LX or 6LX oil engines.
Seventeen articulated tandem-axle trailers are employed for long-distance operations. as well as 22 drawbar trailers of which 15 have platform bodies. Special articulated outfits include a dual-tank type. This carries a 20-hogshead tank longitudinally and one of 8 hogsheads mounted transversely above the coupling. The smaller tank is carried on rails to facilitate removal.
In addition to the two tankers, the Thames fleet comprises two 8-10-ton articulated platform vehicles, four 5-6-ton platform lorries, 13 7-ton lorries of the same type, 11 road vehicles in the 5-cwt.-3-ton category, and a Skyhi loader based on a Thames chassis. Other road vehicles include two Foden platform lorries of 12-ton .and 16-ton capacity, a maximum-load E.R.F. four-wheeler of the platform type, a Guy 6-7-ton lorry, a Seddon 8-9-ton prime mover, and three display-type "motor bottles based on chassis of the same make.
Vehicles of Standard manufacture are represented by two 15-cwt, vans and a 6-cwt. pick-up, whilst Austin vehicles in the fleet comprise three bottle vans and two platform 'lorries of 2-ton and 3-ton. capacity. Trailers employed for internal movements are, in the main, hauled by David Brown tractors (of which there are 14), and a number of Latil vehicles is employed, including a 20 • hogshead sugar tanker and_a tractor. A Scammell 3-ton mechanical horse is used for general work, and a Lansing Bagnall appliance provides special loading facilities.
Subsidiary companies in the Bass-Worthington group operate vehicles of 5-cwt. to 7-10-ton capacity independently of the parent company, mainly on local deliveries. These comprise a total of 139 vehicles and include 55 Thames vans and lorries and 51 of Austin and Morris manufacture. Other makes include Atkinson, Bedford, Scammell, Dodge*, Foden, Guy, Leyland, Seddon and Thornycroft.
The best consumption record of the fleet is provided by an eight-wheeler trailer outfit which makes a daily .run to Middlesbrough. Powered by a Gardner 6I,X oil engine, this Atkinson vehicle is equipped with a ZF six-speed
c18 gearbox giving an overdrive-top ratio and averages 13 m.p.g.
The vehicle leaves Burton at 11 p.m., delivers a load of casked beer to the Middlesbrough store at 9 a.m. the following morning, and starts on the return trip after a delay.of about two hours, which is required for unloading the casks and reloading with empties. Full casks are rolled across the raised deck of the stores bay and are transferred to smaller vehicles for local delivery.
A notable feature of fleet operations is the policy of matching the capacity and power of the vehicle to route conditions and, on some runs, the requirements of the customer, including limitations imposed by difficult access roads and so on. Although it would be impossible to apply this policy to all routes, the advantages of such matching represent the guiding principle on which vehicle selection is based.
It is fully appreciated that employing the most suitable gear ratios is rewarding and, of related interest, the ZF six-speed gearbox is also fitted to two Atkinson long-distance vehicles in addition to the one on the Middlesbrough run.
In line with the necessity to obviate avoidable maintenance delays, all Tong-distance vehicles are equipped with a Tecalemit or Clayton Dewandre automatic lubrication system, and it is reported that this virtually eliminates wear of the shackle pins and joints. Al! supply points on the system are regularly checked to ensure free flow of the lubricant, and experience has shown that this_ precaution is essential.
In every case, an EP.90 .oil is used in accordance with the vehicle makers' instructions. It is considered today that automatic -lubrication reduces the total amount of lubricant used, as well as affording a valuable saving in labour costs and an increase iii vehicle availability.
Originally fitted to a number of tankers to reduce unladen weight, tubeless tyres were the subject of repeated experiments, but their use has been discontinued in favour of the conventional type because of the high incidence of tread and carcass failures. TurboCharging was applied experimentally to a Gardner engine, but it failed to improve its output materially or reduce fuel consumption. The main object was to save fuel.
In contrast, the use of air suspension has been outstandingly successful, and all the long-distance semi-trailers (Conthrued on page 773)
in the fleet are now Dyson vehicles equipped with the Aeroride system. Little maintenance has been required, apart from routine servicing. One of the semitrailers has covered over 100,000 miles.
The constant platform level provided by the springs is of particular value when loading. . Suspension characteristics are greatly appreciated by the tractor drivers when they are returning with a load of empties. Although no direct comparisons can be made with conventionally sprung semi-trailers, it is considered that the air springs substantially reduce tyre wear, and that the elimination of high-frequency vibration reduces stress on bodywork and chassis fittings.
Avoidance of damage to platform bodies during the loading of casks is a particularly difficult problem. Bodies of wood construction. are easily damaged and .difficult to repair, whilst aluminium bodies are not suitable because the surface is too slippery. A compromise form of construction has, however, given good results and may be adopted as standard if later experience confirms the promise of early experiments.
Detachable Wearing Slats
Based on light-alloy construction, the body is equipped with detachable soft-wood slats. These take the brunt of cask impact and prevent slipping. Attached to the body by screws, the slats can easily be renewed at negligible cost. If, however, the light-alloy flooring or structure is damaged, this can usually be repaired by replacing a relatively small section, whereas damage to a wooden body normally requires the repair of a much larger section. The weight of a platform body of a four-wheeler is about 10 cwt. less than an all-timber product.
Shell RoteHa T Supplement 1 lubricating oil is employed in most vehicles, oil changes being made in accordance with the vehicle makers' recommendations. Anti-freeze is added to the coolant for winter running, and all the heavy vehicles have radiator muffs. These tend to improve the operating efficiency of the engine and, of greater importance to the drivers, raise the temperature of the cab heaters. These are standard fittings in long-distance vehicles.
The positions of the wheels are regularly changed, tyre replacements and maintenance being undertaken by the Marsharn Tyre Co., Ltd. Tyres are removed from the vehicle before the tread pattern is fully 'worn, and some covers are retreaded or regrooved. On average a tyre completes about 60,000 miles before replacement; covers fitted to tankers normally giving a higher mileage.
Washed Every 24 Hours
Great importance is attached to body cleanliness and good appearance, and the target of washing each vehicle every 24 hours has been set. A Washmobile rail-mounted washing plant is employed with which the bodywork is sprayed with water, shampooed and given a further water spray in a few minutes.
Bodywork is repaired and repainted on the company's premises, painting being based on a system of combined . spray and brush application. After experiments with different• types of paint, Victolac Kedex is now used exclusively, mainly because of its good anti-fade properties. Repainting a vehicle occupies about 10 days.
Drivers are allowed up to four hours for a weekly vehicle inspection, which includes checking the tyres. battery, wheel nuts and oil levels, in addition to the bodywork, lighting equipment and fittings. After completing the examinatiOn, the driver fills in an inspection form and a defects form, the defects form being presented to the foreman of a staff of seven fitters. Any serious defects are immediately rectified.
A thorough inspection of the complete vehicle is made by a team of two fitters at monthly intervals. This occupies from four to eight hours. The vehicles are docked for a week for annual inspections, during which the power unit is decarbonized (if required) and all mechanical components are thoroughly examined for wear and defects. ,A factory-reconditioned unit is fitted in place of any worn or defective part or major assembly.
Tanks to be Transferred
According to provisional plans, the tanks of longdistance vehicles will be removed and fitted to new chassis when the original chassis have completed a certain mileage (probably about 250,000). The old chassis will then he usefully employed for general short-haulage work.
Because of the large radius of fleet operations, the use of established forms of radio control is not practicable. If, however, a long-distance system became available, it could offer numerous advantages. Late arrivals of vehicles at base could be more easily dealt with if the times of arrival could be known beforehand, for example.
A system of individual vehicle costing is employed. This is based on the preparation of figures at monthly, sixmonthly and yearly intervals, it involves detailed records being made of fuel consumption, number and weights of loads, depreciation and standing charges, and establishment charges applicable to wages, repairs and tyres. Spares costing is facilitated by the use of a bin-card system in the stores.