Maintaining and repairing truck bodywork requires different mind and skill sets to that of chassis and drivelines. While the latter processes are increasingly driven by technology, the former is dependent on hard-won craft skills, many of which are encased in generations of tradition.
Nigel Butler, managing director at tipper bodybuilder Weightlifter, says that operators should consider all aspects of a vehicle’s operational life at the specification stage – and not just seek maximum payload and minimal cost. “We see far more demand for aluminium product than steel: this is driven by a desire to maximise payload, which in turn has been increased by the additional weight of truck chassis,” he explains. “It seems that legislation is making trucks heavier by the month!
“This approach saves about a tonne, but customers should ask themselves if aluminium will be robust enough,” adds Butler. “A vehicle or trailer that is used on site clearance jobs is going to need to be of steel construction: it will have rocks and boulders dropped into it on a regular basis. Where material becomes finer, aluminium comes into its own. With finer materials such as aggregates and grains, operators tend to be paid by the tonne, too, which further reinforces the argument for aluminium.”
Material choice
Butler argues that when the strength of steel is required, then not just any steel will do. “We use Swedish Steel Hardox 450 for sides and floors: it’s a heat-treated, high-carbon steel that is very wear-resistant and has high impact resistance. Other grades of steel are used for supporting components such as lifting channels. The material choice is vital to the life of the body,” he says. “Our aluminium products are designed in a more weight-critical manner. For instance, we will use 6mm-thick at the front of the body, 8mm for the higher-wear area at the rear and thinner material for the sides. High-grade, highly-tempered 5000-Series aluminium is used for the sides and floor.
“The cargoes carried also have to be considered at the design stage: tarmac, for instance, means thermal stresses must be taken into account – and longer sheets used to minimise joints,” explains Butler. But wear and damage comes with the territory for tippers. To what extent can bodies be repaired? “Small floor areas can be patched or, in major cases, a full-floor replacement can be done. This is quite a regular task at our Scunthorpe factory. It’s significantly cheaper than a new body,” Butler reports.
“Steel is much easier to repair than aluminium – and aluminium plank sides are easier to repair than monocoques because damaged planks are relatively easily replaced,” reasons the Weightlifter man. “Aluminium is more difficult to weld than steel, while used aluminium is more difficult still as it is likely to be contaminated.” Finding competent aluminium welders is difficult, says Butler, adding that the company spends a lot of time on recruitment and training as it tends to ‘grow its own’. “It’s possible to repair tippers that have suffered impacts or fallen over. Some rolled trailers are repairable with just a new side fitted, but if they have hit something on the way over then the resultant distortion means a write-off is usual.”
Maintaining tipping bodies can also be a problem: particularly if a truck is on a manufacturer’s R&M contract, where the focus is very much on the driveline. “The days of when a technician worked around a truck with a grease-gun every week are over, as most chassis bearings are sealed for life,” Butler explains. “But the bearings on a tipper body – the ram, hinges and tailgate – need regular manual lubrication. The correct specification and maintenance pays off in the end. Some of our bodies are on their second chassis now!”
Refrigerated repairs
Trailer giant Schmitz Cargobull has designed repairability into its refrigerated box-body trailers. Its insulated Ferroplast panels feature outer steel skins that are tougher than fibreglass and resistant to moisture ingress. If any damage occurs, the panels can be quickly and easily replaced, rather than requiring whole body repair.
Hauliers have several options for repair – Schmitz Cargobull has 72 locations in its service partner network in the UK and Ireland. Another option is the self-service online portal, which enables operators to order parts directly (typically quoting the trailer’s unique vehicle identification number to identify the correct size of panels).
Dealing with bodywork requiring repair is a perennial issue for vehicle hire and leasing companies. John Shields is head of engineering at Asset Alliance Group (AAG), and explains how his organisation differentiates between what’s fair wear and tear on returning vehicles – and what’s chargeable damage. AAG produces its own Respect Your Asset guide for customers, but Shields emphasises that the company is not out to make a profit on end-of-lease repairs. “We are looking to protect our resale value and will only charge for genuine damage outside of expected wear and tear items,” he says. “If the customer agrees, we can send one of our four qualified fleet engineers out to inspect the vehicle three months prior to its return. They provide an assessment of faults and the customer can then arrange repairs, or let us do them after the asset is returned.”
The engineers each handle a region of the country and have a wealth of real-world experience of vehicle repair and maintenance. “In general, something that is bashed, broken or missing is regarded as being damaged, while scuffs, scratches and chips are regarded as fair wear and tear on a commercial vehicle,” confirms Shields. “We get bodywork repairs done at local trusted bodywork specialists: not by franchised truck dealers. It’s a very different set of skills with an emphasis on craft rather than diagnostics. These repairs are invoiced-on at little additional cost to the customer which is capped at a maximum of £200.”
Tip from the top
In contrast, TIP Group has an in-house repair policy – and its workshops will handle third-party refurbishments, too. Craig Vest, the company’s vendor management lead, said these range from simple curtain changes to shotblasting and repainting an entire trailer. Axles and hubs can also be refurbished, with a maintenance package offered on the reconditioned trailer.
“Chassis condition plays a huge part in the decision-making process, as this has a bearing on the cost of refurbishment, which is weighed against net book value and the lifecycle of the trailer,” says Vest. “If we can refurb a trailer, put it on a long-term lease deal and save on the capital cost of new and the CO2 impact, we will.”
TIP also works closely with insurers when trailers are damaged in accidents. “We provide a compensation for loss figure and images of the trailer and an estimate. Insurance assessors then evaluate the costs of repair vs write off and advise us from there,” Vest adds.
