truck operating benchmarks

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1 truck operating benchmarks Compiled by Max Braun Exclusive Market related owning & operating estimates for a variety of popular trucking operations Welcome to the FleetWatch truck operating benchmarks for August The schedule covers a variety of typical primary and secondary distribution trucking operations published since February The objective is to provide operators and shippers (consignors) with a reliable independent guide to trucking costs incurred in the transportation of raw materials, semi-finished and finished products. A thorough understanding of the assumptions and how they are applied in developing the benchmarks is necessary if the various benchmarks are to be informative, beneficial and helpful. While FleetWatch takes no responsibility for the accuracy of the estimates, considerable time and effort has been expended to ensure the various components are realistic and representative of the hypothetical transport tasks contained in the schedule. Updated estimates are published quarterly. However, the schedule is continuously monitored and updated monthly. ASSUMPTIONS While many transport tasks are similar few are ever identical. With this in mind it is important to bear in mind the aim and application of the various components that apply to a transport operation. These include: VEHICLE TYPE Briefly describes the vehicle configuration contemplated for a specific task (eg 4x2 a rigid freight carrier with volume van body for medium distance delivery of typical FMCG products). PAYLOAD (TONS) The assumptions are based on typical optimal legal mass payload that can be achieved on any number of vehicles, bodies and trailers freely available on the local market. In practice the actual payload will depend on the vehicle manufacturers specification and the road-ready unladen mass. DECK LENGTH (METRES) The assumptions are based on typical optimum mass distribution for the assumed vehicle configuration and the contemplated task. In practice there are many wheelbase and axle capacity options to suit specific requirements. PALLETS The assumption contemplates 1000x12000 mm 4-way entry pallets. The mass of pallets is not taken into account. VOLUME Cubic assumptions are based on length, width and height of typical bodies applicable to the various operations. In practice this varies with measurements of specific bodies. ANNUAL KILOMETRES Annual kilometres are based on typical operations. Annual kilometres of vehicles engaged in short and medium collect and delivery tasks vary considerably. Space limitations prohibit the inclusion of a wider variety of such tasks. WORKING DAYS A five-day week is assumed for the vehicles most likely to be involved in delivery operations. Larger rigs often work longer hours to meet the demands of long distance haulage. The imminent implementation of driving hours must be taken into account to ensure compliance with the regulations. SHIFTS Shifts indicate the daily working hours of fridge units and tipper trucks. ECONOMIC LIFE Is based on km as a first economic life for the driveline. This is in line with vehicle manufacturers maintenance contracts for standard operations over 48 or 60 month periods. The estimates do not assume that vehicles may be replaced before, on or after the suggested date. Achieving the economic life of the major components is an important element in producing cost-effective transport. CAPITAL COST All estimates are based on the cost of new vehicles and equipment. The indicated initial cost of vehicles, trailers, bodies and auxiliary equipment (such as fridge units) is based on the current list price of such items. The prices quoted by leading suppliers are averaged. VAT is excluded. STANDING COST/FIXED COSTS Standing costs are incurred whether the vehicle moves or just stands. When vehicles do not cover significant kilometres or work for long hours, standing costs will be high and difficult to recover. Our assumptions are: DEPRECIATION All depreciation is straight line. Vehicles 20% a year over five years. No allowance for residual value Auxiliaries 25% a year straight line. No residual value Trailers 10% a year. No residual value Tyre values are not deducted from the initial price of vehicles and trailers prior to depreciation / VOL 51 FLEETWATCH 51

2 FLEETWATCH MARKET RELATED TRUCK OPERATING BENCHMARKS (Per Annum) 02-August-17 OPERATION Short Med Long Med Long Truck Truck & Haul Haul Haul Long Haul Med Trailer Metro Haul Long Haul Stop/Start Fresh Del ASSUMPTIONS Vehicle Type Panel Van Insulated Insulated Volume Flat 6x4 Rigid 6x4 Rigid Van Van Van Van Deck & Trailer Average Payload (tons) 3 3,5 5, Deck Length ( metres) 4 4,2 6,5 7,5 7,5 7,5 15 Pallets Cubes Annual KM Working Days Shift Hours (fridge) Useful Life (KM) Useful Life (Years) CAPITAL COST Prime Mover Body Auxiliary Equipment st Trailer nd Trailer Other Total Capital Cost STANDING COST Prime Mover Depreciation Body Depreciation Auxiliary Depreciation Trailer Depreciation Total Depreciation Cost of Capital Prime Mover Licence Trailer Licence 4890 Total Licence Fee Total Insurance Driver Wages Assistant Wages Total Wages TOTAL STANDING COST As a % of Total Cost 58,48% 61,99% 54,09% 63,69% 41,64% 58,17% 47,25% VARIABLE COST Prime Mover Fuel Auxiliary Fuel Total Fuel Top-up Oil Prime Mover Repair & Maint Auxiliary Repair & Maint Trailer Repair & Maintenance Total Repair & Maintenance Total Tyres Unforeseen Expense TOTAL VARIABLE As a % of Total Cost 41,52% 38,01% 45,91% 36,31% 58,36% 41,83% 52,75% TOTAL OPERATING COSTS SUMMARY Standing Cost Rands per/day Standing Cost (Rands/Km) 6,83 16,58 9,89 10,90 5,73 11,57 8,05 Variable Cost (Rands/Km) 4,85 10,17 8,39 6,21 8,04 8,32 8,99 Total CPK (Rands/Km) 11,68 26,74 18,28 17,11 13,77 19,89 17,04 Cost per ton (Rands) Cost per Pallet (Rands) Cost per Ton/Km (100% Load) R 3,89 R 7,64 R 3,32 R 2,14 R 1,72 R 1,42 R 0,66 Cost per Ton/Km (75% Load) R 5,19 R 10,19 R 4,43 R 2,85 R 2,29 R 1,89 R 0,87 Cost per Ton/Km (50% Load) R 7,79 R 15,28 R 6,65 R 4,28 R 3,44 R 2,84 R 1,31 Cost per Pallet/Km (100%) R 6,69 R 3,05 R 2,14 R 1,72 R 2,49 R 0,71 Cost per Cube/Km (100%) R 0,73 R 1,34 R 0,49 R 0,46 Cost per Deck Metre (Rands) RATIOS Useful Life Cost Capital Cost per Payload Ton Capital Cost per Deck Metre Capital Cost % Useful Life Cost 10,65% 12,51% 16,44% 11,88% 7,70% 12,67% 11,95% Oper Cost per Payload Ton Oper Cost per Deck Metre Capital Cost % Operating Cost 63,88% 100,08% 98,65% 95,03% 61,59% 101,32% 95,59% Maint Cost % Variable Costs 17,32% 19,18% 23,23% 16,90% 13,07% 15,14% 20,13% MaintCost % Operating Cost 7,19% 7,29% 10,67% 6,14% 7,63% 6,33% 10,62% Fuel Cost % Variable Cost 68,34% 65,73% 63,41% 56,68% 43,83% 56,43% 56,98% Fuel Cost % Operating Cost 28,37% 24,99% 29,11% 20,58% 25,58% 23,60% 30,06% CO 2 (tons pa) 40,76 49,31 83,85 38,98 73,63 75,08 126,00 Redisa (R2.30/Kg) Fresh Del Cargo Van Cargo Van Flat Deck Flat Deck 52 FLEETWATCH VOL 51 / 2017

3 12.5 m 8.4 m 13.5 m 13.5m End 14,7 Taut-liner Flat deck OPERATION Dual-axle Insulated Dual-axle Tridem-axle Tridem Tip Tridem Reefer Interlink Interlink Semi Med Haul Semi Semi Semi Semi artic 1.2 Rigid artic artic artic artic 7-angle rig 7-angle rig ASSUMPTIONS 4-axle 6x2 5-axle 5-axle 6-axle 6-axle 7-axle 7-axle Vehicle Type Artic Rigid Artic Artic Artic Artic Artic Artic 21 13, Average Payload (tons) 12,5 8,4 13,5 13,5 14, Deck Length ( metres) Pallets 30,5 92 Cubes Annual KM Working Days 10 Shift Hours (fridge) Useful Life (KM) Economic Life (Years) CAPITAL COST Prime Mover Body auxiliary Equipment st Trailer nd Trailer Other Total Capital Cost STANDING COST Prime Mover Depreciation Body Depreciation Auxiliary Depreciation Trailer Depreciation Total Depreciation Cost of Capital Prime Mover Licence Trailer Licence Total Licence Fee Total Insurance Driver Wages Assistant Wages Total Wages TOTAL STANDING 42,95% 44,83% 38,76% 41,71% 50,11% 38,19% 36,31% 34,09% As a % of Total cost VARIABLE COST Prime Mover Fuel Auxiliary Fuel Total Fuel Top-up Oil Prime Mover Repair & Maint Auxiliary Repair & Maint Trailer Repair & Maintenance Total Repair & Maint Total Tyres Unforeseen Expense TOTAL VARIABLE 57,05% 55,17% 61,24% 58,29% 49,89% 61,81% 63,69% 65,91% As a % of Total cost TOTAL OPERATING COSTS SUMMARY Standing Cost p/day 6,11 7,26 5,69 5,98 12,83 6,99 6,25 5,61 Standing Cost (Rands) 8,12 8,93 8,99 8,36 12,77 11,31 10,97 10,84 Variable Cost (Rands) 14,23 16,19 14,67 14,34 25,60 18,30 17,22 16,44 Total CPK (Rands) Cost per ton (Rands) Cost per Pallet (Rands) R 0,68 R 1,20 R 0,56 R 0,57 R 0,85 R 0,61 R 0,51 R 0,46 Cost per Ton/Km (100% Load) R 0,90 R 1,60 R 0,75 R 0,76 R 1,14 R 0,81 R 0,68 R 0,61 Cost per Ton/Km (75% Load) R 1,35 R 2,40 R 1,13 R 1,15 R 1,71 R 1,22 R 1,01 R 0,91 Cost per Ton/Km (50% Load) R 0,71 R 1,01 R 0,61 R 0,60 R 0,61 R 0,48 R 0,46 Cost per Pallet/Km (100%) R 0,84 Cost per Cube/Km (100%) Cost per Deck Metre (Rands) RATIOS Useful Life Cost Capital Cost per Payload Ton Capital Cost per Deck Metre 15,89% 15,08% 14,18% 15,41% 13,51% 16,14% 14,40% 16,72% Capital Cost % Eco Life Cost Oper Cost per Payload Ton Oper Cost per Deck Metre 79,47% 90,45% 70,92% 77,07% 108,06% 80,69% 72,02% 66,90% Capital Cost % Operating Cost 22,30% 25,30% 20,48% 20,94% 28,03% 32,10% 23,97% 25,38% Maint Cost % Variable Cost 12,72% 13,96% 12,54% 12,20% 13,98% 19,84% 15,27% 16,73% Maintenance Cost % Operating Cost 59,08% 58,56% 62,71% 61,29% 50,41% 53,98% 60,43% 59,43% Fuel Cost % Variable Cost 33,71% 32,31% 38,40% 35,73% 25,15% 33,36% 38,49% 39,17% Fuel Cost % Operating Cost 141,55 173,25 221,76 201,60 118,80 270,27 293,51 316,80 CO 2 (tons pa) Redisa (R2.30/Kg) 2017 / VOL 51 FLEETWATCH 53

truck operating benchmarks Comment by Max Braun THE DIESEL PRICE increase of 29 cpl for August 2017 keeps fuel cost of operating expenses at between 34% and 38% depending of annual kilometres and

4 truck operating benchmarks Comment by Max Braun THE DIESEL PRICE increase of 29 cpl for August 2017 keeps fuel cost of operating expenses at between 34% and 38% depending of annual kilometres and vehicle configuration for six and seven axle rigs. The outlook for the oil price is presently range bound between US$50 and $55 depending on the strength of the Rand. The recent 25 point cut in the interest rate provides tiny relief in fixed costs. However, the shadow of further ratings downgrades casts a shadow over ongoing fixed costs for trucking. A deeper look into new tyre sales confirms at least 50% emanate from Asia and China. Reports confirm some of the latest Asian tyres have proved to be better than earlier casings. Given the difference in casing prices with established brands the new casing benchmarks have been adjusted accordingly. The outlook for retreads is less favourable due to the 90% increase in carbon black early this year. Prices are expected to rise by about 10% before year end. Pressure on OEMs to hold onto market shares is reflected in few if any meaningful increases in vehicle prices. Local loadbody and trailer builders are finding it difficult to hold prices to at least cover costs. Several OEMS are offering attractive deals when new vehicles are purchased and paid for over 36 months. Deals include attractive buy-backs and maintenance contract rates at between 45 and 60 cpk dependent on a maximum of or kilometres. With the CPK somewhere between 16 and 18 cpk and standing costs per day close to R4000 before overhead expenses and toll fees keeps bottom lines under severe pressure q COST OF CAPITAL There s no free lunch as the saying goes. Interest on the cost of vehicles and equipment is calculated at the prime bank overdraft rate (currently 10.25% a year) on the full amount. The calculation indicates the average interest paid per annum on the reducing balance over five years. VEHICLE LICENCES Licence fees for vehicles and trailers are based on the current Western Cape tariff, among the most expensive among the nine provincial governments. INSURANCE Insurance cost assumes the operator has a low risk rating. Premiums are presently set at 7 per cent of the purchase price (replacement value) for vehicles, equipment and trailers. WAGES Driver and assistant wages vary considerably across the country in terms of vehicle size, task complexity, region, metropolitan operators and remuneration packages. All assumptions include an allowance for company contributions but exclude overtime and bonuses. Where applicable an assistant has been included as a casual, daily worker. VARIABLE COSTS Variable costs (also known as running costs) are incurred when the wheels turn. These include: FUEL A major cost item in all transport operations. Where annual kilometres exceed about km a year, fuel is usually the largest expense. Fuel consumption is calculated according to a formula that assumes the vehicle is always fully loaded, travels at an average speed of approximately 80% of the speed limit in the case of highway operations and 75% of the urban speed limit. The formula takes into account an assumed maximum power demand expressed as a percentage of maximum available kw/ hrs for each task. A similar approach is used in calculating the fuel used by fridge units. The price of fuel is based on the pump price in Gauteng for diesel with 500 ppm sulphur. Bulk rebates where they apply are ignored. TOP-UP OIL Is based on five per cent of the cost of fuel consumed. REPAIRS & MAINTENANCE The assumed cost of maintenance is based on current vehicle manufacturer and FML maintenance contract rates, expected economic component life and industry experience. The assumptions take into account the complexity of each task including typical operating conditions such as roads, topography, traffic density etc. Repair and maintenance costs for the tipper and fridge operations are calculated in hours. TYRES Tyre life is based on typical casing life currently experienced in the various operations. The benchmarks exclude tyre management charges, breakdown and recovery costs or other allied expenses incurred. Major tyre supplier tyre management programmes offer excellent data to establish achievable tyre performance. UNFORESEEN An annual appropriate amount is allowed to cover any number of unexpected and unforeseen expenses such as insurance excess and the cost of unrecoverable incidents. EXCLUSIONS The estimates do not include toll fees, vehicle tracking, engine protection or other optional equipment. No allowance is made for administration or overhead expenses. The variation in operator approach to such costs excludes the inclusion of a sensible amount to cover these aspects. SUMMARY The summary expresses operating costs under numerous headings including tons, ton/km, pallets, pallet/km, metres of deck length and cubic metres. It is important to note that all calculations assume a fully loaded vehicle in other words a 100% load factor. RATIOS Management ratios provide an excellent insight into the high capital and operating cost of vehicles, especially when not properly managed. However, correctly selected vehicles that are decently driven and timeously maintained offer shippers cost-effective transport and the prospect of a commercially acceptable return for the operator. 54 FLEETWATCH VOL 51 / 2017

truck operating benchmarks ROAD TRANSPORT COST COMPARISON Based on a 7-axle Interlink covering 200 000 kmpa, working 286 days a year As at Dec 2014 2015 2016 2017** % change Average pa Equipment Cost

5 truck operating benchmarks ROAD TRANSPORT COST COMPARISON Based on a 7-axle Interlink covering kmpa, working 286 days a year As at Dec ** % change Average pa Equipment Cost % 1.85% Interest (prime) 9.25% 9.75% 10.50% 10.50% 13.51% 3.86% Fixed Costs % 3.80% Running Costs % 4.62% TOTAL COSTS* % 4.34% Fuel Cost % 0.75% Fuel cpl % 0.50% Fuel % of Total Costs 44.94% 42.61% 39.36% 40.00% % -3.14% Standing Cost /day % 3.80% RPK % 4.92% C/Tkm 100% Lfactor % 4.29% C/Tkm 50% Lfactor % 4.29% *Total costs exclude overhead and administration expenses and toll fees where applicable ** As at February 2017 Source: MBCS NOTE These truck operating cost benchmarks offer shippers and operators the opportunity to fine tune these estimates to suit their specific transport needs and actual operating costs. Where particular elements differ from your operations you may simply make the adjustments. If, however, you require more information to complete your benchmarks, contact Max Braun at maxbraun@iafrica.com for some assistance. q / VOL 51 FLEETWATCH 55

ECONOMIC COMPARISON OF TRUCK CONFIGURATIONS

ISSN 1171-( 1 NEW ZEi.,...., LIF ECONOMIC COMPARISON OF TRUCK CONFIGURATIONS Gareth Jones Figure 1-6x4 + 4 axle convertible; now able to load to 44 tonnes under the new regulations ABSTRACT An economic