PROBLEMS IN THE TRANSPORTATION OF MILK FROM FARMS TO MILK PLANTS

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BULLETIN No. 382 JUNE 1943

PROBLEMS IN THE TRANSPORTATION OF MILK FROM FARMS TO

MILK PLANTS

MISSISSIPPI AGRICULTURAL EXPERIMENT STATION ST ATE COLLEGE, MISSISSIPPI

CLARENCE DORMAN. Director

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THE economic well-being of farm producers is af- fected directly and materially by the relative ' efficiency of the marketing process which includes transporting, processing, and storage of commercial farm products. The proportion of the consumer's dollar that goes to the "middle man" has been on the increase for the past several years. It is very important, therefore, from the viewpoint of rural economy that the farm. marketing system and its operation be carefully and objectively appraised.

This bulletin is the first of a series of Experi- ment Station publications that are now in the process of development or in the planning stage, deal- ing with various aspects of marketing problems in Mississippi. This study was designed for the purpose of providing objective data on the transportation of milk from the farms to processing plants in the Northeast Mississippi milk shed. Transporta- tion problems growing out of wartime stringency of facilities and materials accounts for the :,tudy.

It was expected that the information would be used by operators and government agencies in effecting efficiencies and economies in the transportation of milk.

Appreciation is extended to the General Ed- ucation Board for supplementary funds that have made this study possible. Acknowledgement is made to Dr. D. Gray Miley for suggestions in the organization and development of the study and for critically appraising the manuscript. Apprecia- tion is also extended to the field representatives and managers of the milk processing plants truck drivers, and dairy farmers who provided much of the information that made this study possible.

Frank J. Welch, Head

Department of Agricultural Economics

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. Acknowledgment

Introduction

Scope and method of study Private truckers haul milk

CONTENTS

Bad roads cause problems .. ..

Use of trucks ... ..

Inventory of trucks Condition of trucks . Truck tire situation Variations in milk routes ..

Relationships in operations of milk routes Truckers penalized for producers' dirty milk.

Possibilities of reorganizatin of milk routes ...

Summary Conclusion . Recommendations

Cooperation by farmers Cooperation by plants Cooperation by truckers ....

Cooperation between truckers and rationing board Cooperation by government....

Page

3 5 7 8 10 10 11 13 14 15 22 23 26 31 33 . . .. .... .. 34 34 35 35 36 36

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PROBLEMS IN THE TRANSPORTATION OF MILK FROM FARMS TO MILK PLANTS

By W. C. MEBUS

Assistant Agricultural Economist

In 1939 there were 2.4 cows milked per farm in the State of Mis- sissippi, with only 0.1 cow per farm increase over the number of cows milked per farm in 1930. Only 65.9 percent of the farms in Missis- sippi reported cows milked. The average number of gallons of milk produced per cow in 1940 was 329. Based on a lactation period of 10 months, the average number of gallons of milk produced per day per cow would be approximately 1.09.

In the Oktibbeha dairy area and in the Mississippi-Alabama Black Prairie area there were 4.1 cows milked per farm in 1939.

Seventy-eight percent of the farms in this area reported cows milked.

The average number of gallons produced per cow per year was 334, or a daily average of 1.31 gallons. ·

From this data it would be assumed that the dairying in the Ok- tibbeha dairy area and in the Mississippi-Alabama Black Prairie area is carried on as a part of the farm set-up. The dairy enterprise on the farms is one- of the combination of enterprises including cotton,, other crops, livestock, and pasture.

The principal markets for the milk produced on the farms in this area are condenseries, cheese plants, and creameries. These plants are well distributed throughout this area. Condenseries are located at Tupelo, Starkville, and Macon. The condensery at Tupelo has cooling stations at Baldwyn and Okolona. The condensery at Stark- ville has a receiving station at Artesia. Cheese plants are located at Okolona, Houston, Columbus, Brooksville, and Maben. A combination cheese plant and creamery is located at West Point, and a co-op- erative creamery is operating at State College. There is one dairy plant at Columbus owned by a few farmers in that vicinity and operated on a cooperative basis. Also located at Columbus is a creamery that buys milk from a few farmers producing Grade A milk. A privately owned creamery is located at Amory. There was a cooperative creamery operating at Macon which has become defunct and is now being changed to a cheese plant.

All milk is purchased on a butterfat basis and is rejected on the factors of excess acidity, excess sediment and off flavors. The condenseries set their prices paid for milk on the Evaporated Milk In- dustry Code which is approved by the United States Department of Agriculture.¹ Cheese plants base their prices on the Chicago and Plymouth Cheese Market prices. The creameries pay for milk and cream on the basis of the Chicago market for 92 score butter.

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6 :lflSSI SSIPPI EXPERDIE'.l: T STATIO:. ^{[ No.382}

In addition to the purchasing of milk from farmers, the milk plants usually operate a side-line business of selling dairy feeds and other dairy supplies such as strainers, strainer pads, milk cans, wash- ing powders and other items. Farmers sending milk to the plants may make daily orders for these supplies through milk route operators, and are extended credit for such items by the milk plants for the periods between financial settlement.

The various organizations operating these plants have fully realized the necessity of working with the farmers in developing the dairy industry in this area. The plants employ field men acting in the same capacity as extension specialists and devoting their entire time to developments and improvements in the trade areas of their respective plants. Much work has been done to increase milk production by improving the quality of the dairy cattle and by improving the practices of dairy husbandry. Development of new local areas of production is of further importance. The most intensive work being done by the field men is in the improvement of the quality of the milk. This phase of the work offers numerous difficult problems of great perplexity, especially with farmers who are lax in the precautions necessary to produce clean milk, whether they are lax in their personal handling of the milk or in the supervision of the milking operations.

Another phase of the marketing of milk which offers many problems is the transportation of milk from farms to plants. The transportation of milk from farms to milk plants becomes more of a prob- lem daily because of increasing restrictions resulting from our war efforts. Selective service has taken its toll of men as operators and helpers on these routes. Men of normal physical stamina are being replaced by older men, physically less able and in many instances, physically unfit, to carry on the duties required in operating a milk route. In two instances, it was found that the routes are being operated by farm women, true soldiers without benefit of title of any form of women's auxiliary corps.

1 Evaporated Milk Industry code as approved by the United State;; De- partment of Agriculture: "The minimum price to be paid for milk delivered to such evaporated milk plants during each month and used for the production of evaporated milk shall be calculated as follows-The average whole- sale price per pound of 92 score butter at Chicago for said month as reported by the United States Department of Agriculture from which shall be deducted 2 cents (the resulting figure being termed in this schedule a flat butterfat value) . The flat butterfat value shall be multiplied by 4 and to the figure thus obtained shall be added 30%, which resulting figure shall be the minimum price for 100 pounds of milk with a butterfat content of 4%, delivered to plants in the above states during such month. The minimum price paid for milk with a butterfat content below 4% shall be calculated on a direct ratio basis. For milk with a butterfat content above 4% the minimum price shall be that for milk of 4% butterfat content plus an extra payment for butterfat in excess of 4% on the basis of the flat butterfat value."

Taken from a statement of a report from one of the condenseries from which information for this study was obtained.

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June 1943 J PROBLEMS IN THE TRANSPORTATION Of' MILK 7

The rationing of automobiles, rubber, and gasoline has restricted the extent to which the milk routes can be operated. Because milk is entirely a perishable commodity and the restrictions imposed by our defense program are limiting factors in the transportation of milk from farms to plants, every effort possible should be made to increase the efficiency with which the milk trucks operate. It is of ab- solute necessity that the trucks comply with the defense regulations and, at the same time, transport every available pound of milk to the plants for processing into dairy products essential to the health and nutrition of the people of the United Nations and to their allied armed forces.

An investigation of the methods and problems involved in the marketing of milk by farmers to milk plants in the Black Prairie area and in the Oktibbeha dairy area of Mississippi is being con- ducted by the Department of Agricultural Economics of the Missis- sippi Experiment Station.

An analysis of the transportation of milk from farms to milk plants is one phase of this study.

The purpose of this phase of the milk marketing study is to determine both the physical and the financial problems involved in the transportation of milk from farms to plants.

Scope and Method of Study

The counties in which information was obtained include Oktib- beha, Clay, Noxubee, Lowndes, Chickasaw, and Lee. These counties were selected for the study on the basis of the concentration of milk plants in this area, as well as the large percentage of farm income that was derived from the sale of milk and cream.

The data on the transportation of milk were obtained from the plant managers, the records of the plants, the truck drivers, and an inspection of each truck.

Information was obtained by interviews with plant managers as to the relationship between the milk plants and the milk route operators, and the relationship between route operators and their patrons. The basis and rate of charges for hauling milk, the methods of payment, and the percentage of patrons hauling their own milk, were obtained. Plant managers were asked to name the major problems of transporting milk from farms and to indicate whether or not there is a possibility of farmers' having cooperative milk hauling as- sociations.

The amount of milk hauled on each route per month, the number of patrons on each route per month, and the hauling charges of routes were also obtained. The routes for the various plants were drawn on county maps.

The information obtained from interviews with truck operators consisted of: a history of the truck, its make, model, size, condition of

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8 :MISSISSIPPI EXPERIMENT STATIO~ [No. 382

tires, age of tires, cost of operation; the time required by the truck to make a round trip; and the length of the route.

The main objectives of this phase of the milk marketing study are: (1) to obtain a detailed knowledge of the transportation of milk and cream from the farms to the plants; (2) to determine the main problems involved in milk hauling; and (3) to make some suggestions that might be helpful in the alleviation and further study of the main problems of milk transportation.

Private Truckers Haul Milk

Plants do not operate their own trucks. The milk routes are operated by private owners, usually farmers living in the community of the area which they serve. Most of the plants have a contract with the truckers providing that the trucker shall haul the milk of a patron upon the agreed price, and that a change in the price of hauling requires a change in the contract between the trucker and the producer. The truckers solicit for their routes so as to increase their revenue from hauling; this serves as a benefit to the plants also. The relationship between the truckers and the patrons was reported as satisfactory in most cases by the plant managers. Some of the managers reported that a few patrons complain because truckers refuse to make side trips on bad roads to pick up milk; the plants rightfully uphold the truckers on this point.

Producers are charged for hauling on a hundredweight basis for milk and on a per pound basis for cream. The charges for hauling milk range from 10 to 50 cents per hundredweight, while cream is hauled at the rate of 2 cents per pound. The average price received for hauling milk is 22.8 cents per hundred pounds. Charges are not made on a mileage basis, but instead a flat rate per hundredweight of milk is the common practice. There is no seasonal fluctuation in the hauling charges; in fact, the charges for hauling have been very stable. The truckers are paid on the same basis as the farmers are charged. This transaction is performed by the milk plants as a free service to the truckers and the producers. Truckers receive their pay at the same time the producers receive their checks, twice a month. The plants deduct the hauling charges for each patron and pay the trucker this amount. Plants do not pay any part of the hauling charges. They do find it advisable at times to compensate small routes with a bonus in order to keep these routes operating during a period of low production.

The major problems in the hauling of milk as stated by the managers are: the rationing of tires, low volume routes, bad roads, and lack of personnel. The loss of patrons due to various reasons is also of primary importance in affecting the efficiencies with which milk routes operate. The various reasons for the loss of patrons are as follows: decrease in production, competition between plants, dis- satisfaction of patrons due to rejected milk, and personal reasons causing patrons to change from one plant to another. None of the managers was of the opinion that a cooperative organization among

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June 1943] PROBLEMS IX THE TRANSPORTATION OF ~lILK 9

farmers to haul milk would be successful, although they all felt that such a program could be beneficial in numerous ways such as in developing an appreciation for the problems confronting the truckers, and in showing the many difficulties encountered in efficiently handling milk by truckers. Plant managers stated that their patrons failed to understand the numerous problems encountered by the truckers. One cooperative association in this area does have a cooperative trucking system owned by the patrons which has shown goo.d results. However, as long as keen competition between plants in the various local areas exists, any such system for hauling milk would probably face defeat because of the instability of customers caused by their changing from one plant to another.

Approximately 10 percent of the patrons deliver their own milk to the plants. These are mostly producers living close to the plant, less than half of them being large producers. Table 1 shows the percentage of milk hauled by routes and the percentage delivered by individual patrons monthly for 1941.

The difference between the amount hauled by routes and the amount hauled by locals for June through October is quite noticeable in that the percentage of patrons hauling their own milk is larger than during the winter months. This is due to the increase in the milk production of farms near the plants, allowing these patrons to haul their own milk at a possible saving over what a trucker would charge.

Numerous small farms close to the towns where the plants are located have one or only a few cows. Because of the natural increase in milk production from June to October, ^itis to be expected that during this period these producers would have surplus milk, and that they would seek the milk plants as consumers of their surplus. In addition, many of the patrons habitually go to town more often during this period; therefore, in making these frequent trips, they haul their own milk.

Table I-Percentage of milk hauled by routes and by localsl for nine milk plants in 1941

Month January February March April May June July August September October November December Average

Percentage hauled by Percentage hauled by

routes locals

94 6

90 10

91 9

93 7

87 13

89 ¹¹

86 ¹⁴

88 12

78 22

97 3

87 13

86 14

1Locals--Patrons hauling their own milk to plants.

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Bad Roads Cause Problems

Forty-six percent of the customers live on dirt roads, many of which are almost impassable in wet weather. Table 2 shows the number of routes reporting various percentages of customers living on the dirst roads.

Table 2-Distribution of customers by types of roads Percentage of

customers Number of routes having customers

living on dirt roads Less than 10

10-19 20-29 30-39 40-49 50-59 60-69 70-79 80-89 90-99

Percentage of customers living on 100 improved! roads.

Percentage of customers living on

dirt roads. .. . ... .

1 Improved roads are paved roads and gravel roads.

15 9 13 4 16 11 3 8 8 6 14 54.00 46.00

These patrons living on dirt roads offer a most important prob- lem to truckers, especially those living on roads impassable in wet weather. Some of the patrons haul their milk out to the main roads so the truckers can pick it up. Many patrons, however, expect a trucker to drive through any kind of mud and bog to pick up their milk regardless of how much or how little they are sending to the plant. One trucker is forced to increase the length of his route by 20 miles during wet weather because his usual route is entirely impassable at such times.

tT se of Trucks

Eighty-nine percent of the men and women hauling milk from farms to plants also haul milk produced on their own farms in addition to that which they haul for the patrons on their routes. For 10 plants, there are 132 routes, with 139 trucks operating. Of the 132 routes, 14 hauled for patrons only, while 118 routes hauled milk produced on the operator's farm and also hauled for other patrons. All truck operators live in the communities from which they haul milk.

They have become an institution of service on which their communities are steadily and increasingly becoming dependent. Combined with the hauling of milk is the backhauling of dairy feeds, farm supplies, ice, and miscellaneous items such as groceries and clothing for farmers. As a result of gasoline rationing, many patrons try to get rides to town on the milk trucks. In addition to milk, farm products such as livestock, corn, hay, and cotton must be moved to markets.

Seed cotton must be taken to the gin and cottonseed must be delivered from the gins to the oil mills. Farm families moving to another farm call upon these local truckers to move their possessions. Dur-

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J une 1941!] PROB LEMS IN THE TRANSPORTATION OF llIILK 11

ing the winter weather, the truckers are also asked to haul firewood to many farm homes. Milk trucks operating in defense areas often haul workers engaged in defense work to their places of employ- ment.

Truckers are much concerned as to whether or not they can continue performing these numerous services while trying to conserve their trucks, tires, and gasoline to insure a continuation of the operation of the milk routes. The problems of refusing such types of hauling for one's neighbors are difficult and distressing, especially when the need for these services is so fully realized by the truckers themselves. Local rationing boards also realize the neces::;ity for operations of these trucks other than the hauling of milk and are constantly trying to make allowance for such uses.

A small charge for this additional hauling is made on the basis of weight. The common rate charged for feed, fertilizer, and similar commodities is 10 cents per hundredweight. The usual charge for hauling seed cotton to the gin is $1.50 per bale, and $1.50 per ton for hay. Most of the feed is sold to the farmers as a side-line business of the milk plants. Bi-monthly settlements include the hauling charges for feeds hauled to the farmers as well as for the milk hauled to the plants. These charges are deducted from the patrons' milk checks and the trucker receives his money at the milk plant.

Distance does not alter the rate charged for the hauling of feeds and similar articles. It was observed frequently that many milk trucks carry numerous passengers seated atop the milk cans. Only a few truckers reported a charge for hauling passengers, usually 10 cents a person. This type of covering is not the kind indicated by the Mississippi code which prescribes that milk trucks should be covered to protect the cans from weather and from unsanitary conditions. It hardly seems that such protection is afforded when passengers are allowed to sit atop the milk cans scraping their feet along the edges of the cans.

Inventory of Trucks

Sixty percent of the trucks in use were 1 ½-ton capacity; all had platform bodies, with only a few having the bodies enclosed. Trucks with enclosed bodies were found only at one plant. Most milk trucks are not covered in any manner, except in severely cold weather by tarpaulins. Seventy percent of the trucks were from 1 to 3 years old. The age and size of the trucks are shown below in table 3.

Complete data were obtained on 91 trucks for the number of months the trucks had been on the route and the number of miles on the trucks. These two factors show a very small degree of relationship as can readily be seen in table 4. There was no difference in the relationship of these factors with trucks purchased new from the data on all trucks. This indicates that milk trucks are used ex- tensively to perform other transportation services in addition to the hauling of milk. Forty percent of the trucks hauling milk had been

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Table 3-Size and model of trucks on milk routes, September 1942 Model of truck

Size of truck 1935 1936 1937 1938 1939 1940 1941 1942 Total

1/2 ton 1 1 2

3/4 ton 1 5 4 5 1 16

1-1/2 ton 1 7 3 2 6 22 26 8 75

Pick-up 1 2 2 2 8 1 7 3 26

Others 5

Total 2 9 6 5 20 27 38 12 124

Percentage 1.6 7.2 4.8 4.0 16.0 21.6 30.4 9.6 100 on the route for 6 months or less, showing a high degree of turnover in the ownership of milk routes. Milk routes are owned by the individual truckers, requiring a transfer of ownership on a financial basis.

Many route operators made the statement that they had purchased the milk route they were operating from the previous operator. In many instances, they also purchased the truck. Of inter- est, however, is the fact that even though the ownership of milk routes is considered as intangible, the operators have established their routes and have usually increased the volume of milk to be hauled. Consequently, they will not relinquish these holdings without being paid for the efforts they have put forth in establishing the routes.

Table 4-Number of months truck had been on route and the present mileage on trucks, September 1942

Miles on truck Months truck has been on route

(thousands) 1 6 12 18 24 30 36 42 Total

over and Number of trucks

10-19 3 1 4

20-29 3 5 4 12

30-39 4 2 5 5 1 1 18

40-49 3 2 2 4 1 12

50-59 2 3 1 3 1 1 1 12

60-69 2 1 1 1 2 7

70-79 2 1 3

80-89 1 1 1 2 1 1 7

90-99 1 1 2

100 and over 2 3 1 2 3 2 1 14

Total 21 14 18 15 8 8 3 4 91

Percentage 23.1 15.4 19.8 16.5 8.8 8.8 3.3 4.3 100 With the average length of route being 54.6 miles, the mileage accrued by operating the milk routes for the same number of months as in table 4 is shown in table 5.

Trucks having been on the routes less than 6 months show a large amount of mileage not due to milk routes, indicating a large percentage of older trucks taking over these routes.

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June 19 43] PROBLEMS I~ T HE TRANSP ORTATION OP MIL K 13 Table 5-The amount of mileage on milk trucks occasioned by the operation

of milk routes and the amount occasioned by other factors Mileage Average Ave;rage Number above mileage amount per

Number Total miles amount above month for

months Number mileage from for milk trucks

on trucks on operating milk route above milk

route trucks routes route for route

truck mileagel 1 21 985,000 68,775 916,225 43,630 43,630 6 14 600,000 279,776 320,224 22,873 3,812 12 18 885,000 450,126 434,874 24,160 2,013

18 15 780,000 674,850 105,150 7,010 390

24 8 630,000 400,112 229,888 28,736 1,197

30 8 605,000 559,976 45,024 5,628 187

36 3 455,000 225,060 229,940 76,647 2,129

1 This amount of mileage is not necessa rily due to extra traveling each month in addition to the milk route mileage, but also includes mileage accumulated on trucks purchased second hand.

Condition of Trucks

The mileage and the mechanical condition of 105 trucks revealed that 53 percent of the trucks were in good mechanical condition, 31 percent were in fair mechanical condition, and 15 percent were in poor mechanical condition as stated by the truck drivers. Table 6 below shows the conditions of trucks with the trucks classed ac- cording to the mileage on the truck. Of especial importance is the fact that 15.14 percent of the trucks reported were in poor mechanical condition. Of this 15 percent, one-half had over a hundred thousand miles on them. These trucks hauled 6,000,000 pounds of milk per year. The ill effects that would result should the trucks become mechanically unable to continue operating would require a large scale route reorganization, or new trucks which ar-e most difficult to obtain. Likewise, the other 84 percent of the trucks are depreciating in operating value as each month goes by. With the Table 6-The mechanical condition of trucks classed by mileage on the trucks

Mechanical conditwn of trucks

Miles traveled Good Fail Poor Total

(thousands) No. percent No. percent No. percent No. percent

10 4 7.1 4 3.8

20 11 19.6 1 3.1 12 11.5

30 13 23.2 8 24.1 2 12.3 23 21.9

40 9 16.1 3 9.1 1 6.0 13 J 2.5

50 9 16.1 6 18.2 15 1-1.3

60 2 3.1 3 9.1 5 4.8

70 2 3.7 3 9.1 2 12.3 7 t:i.7

80 2 3.7 4 12.1 2 12.3 8 7.6

100 90 1 1.9 3 9.1 1 6.1 5 4.4

Over 100 3 5.5 2 6.1 8 50.9 13 12.5

Total 56 100.00 33 100.00 16 100.00 105 100.00

Percent total 53.3 31.4 15.2 100

each group is of all trucks.

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14 :IIISSI SSI P PI EXPERI MENT STATION ^{[No. 382}

possible war duration of more than another year, it is going to be ex- tremely difficult to keep these trucks operating and to permit them to carry on the many duties they are now performing.

Truck Tire Situation

Of major inter€st at present is the condition of the truck tires.

Information on the age, the mileage, and the condition of 274 tires was obtained. The average age of these tires was 10.6 months, the average distance traveled per tire was 23,065 miles, giving a monthly average of 2,183 miles. The range in mileage on the tires was from less than 2,000 miles to over 100,000 miles. The large variation in the mileage on the tires was shown to be present, and found to be due to factors other than those of mere chance. Normally it would be expected that the number of tires in the lower mileage groups would be in an equal proportion to the number of tires in the higher mileage groups while the tires in the center mileage groups would be the most numerous. This type of distribution would be expected for these reasons: (1) all trucks did not commence operating milk routes at the same time; (2) all trucks operating milk routes were not purchased new; many wer€ purchased second-hand; (3) many farmers when purchasing tires for trucks will purchase a second-hand tire that has had slight use. However, the tires most numerous were those having traveled the least number of miles, and those having traveled the greatest number of miles. There were more tires in the group having traveled the lesser number of miles. This can possibly be attributed to the rationing of tires, causing the truckers that would have normally bought tires at an earlier date to postpone these purchases until they were sanctioned by the local rationing boards. A marked degree of r€lationship between the mileage on the truck tire and the age of the tire exists, which is normally expected. Therefore, the longer the tire has been on a truck, the more mileage one would expect that tire to have run.

It is not to be inferred that the tire situation of the milk trucks is without problems. The normally expected life of a tire on a milk truck is approximately 30,000 miles. With 28 percent of the tires having over 30,000 miles on them, it is easy to appreciate the problems of supplying tires for these trucks. Tires that ar€ to be recapped or retreaded must have enough rubber left on them to fa- cilitate proper adherence of the additional rubber put on in these processes. Furthermore, it is necessary that the side-walls be in good physical condition, as tires with broken side-walls cannot be repaired. Only 50 percent of the trucks had spare tires, with half of these in such poor physical condition that they were beyond repair, making their usefulness in an emergency doubtful.

The tires with over 30,000 miles on them represent the group in the poorest condition. Many of these tires had been worn to the fabric and were beyond repair. Truckers were operating with tires that violated all principles of safe driving. Numerous tires were inspected that would make one wonder how that truck ever got the load of milk to the plant, and if the truck could possibly get back to

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J une 1943] PROBLE:\IS I~ THE TRANSPORTATION OF MIL K 15 its garage. Truckers who had experienced using recapped tires were very pessimistic as to their success. Many truckers stated that recapped tires worked all right during cool weather, but that during hot weather, rapid breakdown took place and that adherence of recapped rubber to the old tires was not successful. An inspection of the recapped tires revealed that the loosening of the rubber was prevalent.

Truckers reported much distress caused by delays in getting a tire, either new or second-hand, when an emergency such as ^d blow- out warranted a permit to purchase one. In many of these instances it was found very difficult to get a load of milk to the plant while a milk truck had to await official action for a permit to secure a tire.

A few truckers were even using borrowed tires.

Truckers operating milk routes by using a ½-ton pick-up with a platform body have reported much difficulty in securing tires for the purpose of operating the route, due to a ruling whereby pick-ups are included with passenger cars. This ruling is especially detri- mental to the transportation of milk, when 21 percent of the milk routes are operated with pick-ups. Further importance of this ruling is the fact that at one plant having 15 routes, 9 are operated with pick-ups.

With tires being rationed and each county being allowed a quota, the conservation of the present tires is of utmost importance.

Because of condition of tires on milk trucks it appears that reorganization of some routes and the shortening of all truck mileage as much as possible is a necessity. Every effort to eliminate each extra mile of driving should be made.

Variations in Milk Routes

The length of the milk routes ranged from less than 20 miles to 160 miles per round trip. Routes with a round trip distance of from 40 to 80 miles are the most numerous, with the average length of a route being 54.6 miles. With 64,000,000 pounds of milk being hauled per year by 117 routes, we have an average of 546,961 pounds per route being hauled, at the rate of about 1,000 pounds of milk per trip.

Based on an average price of 22.8 cents per hundredweight, the trucker would receive $2.28 per trip or 4.17 cents per mile. Reduced further, the trucker would receive 0.23 cents per pound of milk hauled per mile. The average time required to make this trip is 6.3 hours. At $2.28 per trip the trucker would receive 36.19 cents per hour to pay for his labor, the cost of operating the truck, and the in- terest on his investment.

If the actual operation of each milk route were in a close degree of conformance with these average figures, there would be less cause for worry. Unfortunately, only 6.26 percent of the routes fall wlthin this class. There are routes hauling less than 2,000 pounds per month at different times of the year, as seen in figure ^1. Table 7 shows the number of routes hauling milk in classes of 10,000 pounds by months for 1941.

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16 MISSISSIPPI EXPERIMENT STATION [No. 382

The large number of routes hauling less than 10,000 pounds during January, February, and March (figure 1) can be explained by the decrease in the number of patrons per route. With approximately

45 4D

<fl 35 w 30

1,._ 25

0 a: w 20 a, :::;; 15 :, Z 10

5 0

ROUT[$ HAULING: -

I

L[55 THAN 10.000 POUNDS PCR MONTH 10. 000 TO 20,000 POUNDS PER MONTH -

20,000 TO 30,000 POUNDS PCR MONTH 30.ooo TO -40,000 POUNDS PER MONTH 40,000 TO 50,000 POUNDS PER MONTI-I

®l

rlCURE I

0 w ...J :, <(

60 55 50 :X: 45

"'

...J 40 :::;;

I,._ 35 0

(/) 30

0 z _:, 0 25 a.

0 20 z <( 15

(/) :, 0 10

:i: ,- 5 0

THE AVERAGE NUMBER OF ROUTES HAULING LESS THAN S0 . 000 POUNDS OF MILK PER MONTH, /~41.

LEGEND

ROUTES HAULING-, -- -

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LCSS THAN ,o.ooo POUNDS PCR MONTH 10,000 TO Z0,000 POUNDS PER MONTH -

20.000 TO 30,000 POUNDS PER MONTH 30,000 TO 40,000 POUNDS PER MONTH -

40,000 TO 50,000 POUNDS PER MONTH

-

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JAN. - MAR. I APRIL- JUNE I JULY -SEPT. I OCT. - DEC. I YEARLY AVE . FIGURE 2

THC AVERAGE AMOUNT OF' MILK HAULED PER MONTH BV ROUTES HAUL/NC LESS THAN 50,000 POUNDS OF MILK PCR MONTH, 1141.

50 percent fewer patrons on the routes at this time and milk production at approximately 50 percent less than the average monthly production, a large increase in low volume routes is unavoidable and expected. With the second and third quarters of the year having an increase in the production of milk and a corresponding increase in the number of patrons, the expected decrease in the number of low volume routes is attained. In the fourth quarter of the year the routes begin having a decrease in volume, thus increasing the number of low volume routes.

(16)

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June 19 43 ] P R OBLEMS IN THE TRANSPORTATION OF MILK 17 Table 7-The number of routes hauling less than 50,000 pounds

of milk per month, 1941

Amount hauled Number of routes hauling corresponding amount per month per month Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

Less than

10,000 17 30 26 7 6 5 3 4 3 8 7 9

10,000-

19,999 33 32 28 21 9 9 9 6 8 10 18 31

20,000-

29,999 31 25 24 24 12 10 8 6 16 19 28 32 30,000-

39,999 12 11 14 16 21 25 11 14 20 26 17 18 40,000-

49,999 10 11 9 13 9 12 14 18 18 12 14 13 Total 103 109 101 81 57 61 45 48 65 75 84 103 The noticeable decrease in the number of routes hauling less than 50,000 pounds per month was caused by an increase in milk production, and a corresponding increase in the volume of milk hauled by some of the routes. Routes hauling more than 50,000 pounds per month were not considered in this particular phase of the study, but are considered in the other parts of this report.

The amount of milk hauled per route per month varies directly with the amount of milk produced per month. Therefore, truckers hauling from areas of normally low production, or operating long routes with patrons producing a small amount of milk, are the ones that immediately become inefficient operators because of a low volume of business, and should be classed as marginal operators.

The average amount hauled during each quarter of the year for the routes classed in intervals of 10,000 pounds of milk hauled per month is shown in figure 2. Even though there is a change in the number of routes in these groups (figure 1) the average amount hauled by each group is approximately the same throughout the year. The low volume routes tend to have a decrease in the amount hauled, while the other groups fluctuate slightly to arrive at an even average for the year.

The variation by months in the amount of milk hauled is shown in table 8, giving the average amount hauled per route per month, and per route per trip. The variation in the amount of milk hauled per trip differs from the variation in the amount hauled per month because of the routes hauling milk twice a day from April to Oc- tober, as seen in figure 3. From figure 3 it is evident that the increase in volume is not adequate to compensate for the increase in mileage during the period of two trips a day.

To adequately compensate truckers for the increased number of trips, the amount of milk hauled should be much greater. This directly decreases the efficiency with which the trucks operate from

(17)

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18 MISSISSIPPI E XP E RIMENT STATI0::-1 [No. 382

a financial basis as seen in figures 4 and 5. It is normally expected that during the time of largest volume, the amount received per trip or per mile would be the highest, but this was not the case. Table 9 shows the dollars received per trip and the cents received per mile by these routes for each month. From this table it is apparent that the low volume routes do not have enough income to pay for the actual operation of the trucks. It is probable that many of the low volume routes are operated by milk producers who do not live very far from town and who haul for a few of their neighbors.

However, the prevalence of routes operating with such low vol-

Table 8-The average amount hauled per month per route and the amount hauled per trip per route for routes hauling less than 50,000 pounds per month

Routes hauling from

0 to 10,000 to 20,000 to 30,000 to 40,000 to 9,999 lbs. 19,999 lbs. 29,999 lbs. 39,999 lbs. 49,999 lbs.

Cwt. hauled Cwt. hauled Cwt. hauled Cwt. hauled Cwt. hauled

per per per per per

Month month trip month trip month trip month trip month trip January

February March April May June July August September October November December Average

18

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73 65 63 49 78 72 60 68 55 62 52 64 63

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JAN. - MAR.

f'IGUR[ 3.

2.4 149 4.8 232 7.5 343 11.1 447 2.1 152 5.4 233 8.3 347 12.4 438 2.0 140 4.5 244 7.9 356 11.5 444 0.8 150 2.5 249 4.1 343 5.7 437 1.2 161 2.6 243 3.9 334 5.4 453 1.2 152 2.5 265 4.4 340 5.7 437 0.9 162 2.6 275 4.4 344 5.8 454 1.1 156 2.5 271 4.4 347 5.6 438 0.9 139 2.3 269 4.5 347 5.8 442 2.0 174 5.6 243 7.9 299 9.7 438 2.1 162 5.4 253 8.4 333 11.1 449 1.7 144 4.6 261 8.4 347 11.2 443 1.5 153 3.9 253 6.2 340 8.4 443

f--- ROUT[S HAULING:

I

LESS THAN 10,000 POUNDS PER MONTH 10,000 TO 20,000 POUNDS PER MONTH f--- 20,000 TO 30,000 POUNDS PER MONTH f--- 30,000 TO 40, 000 POUNDS PER MONTH 40,000 TO 50,000 POUNDS PER MONTH f---

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I APRIL-JUNE I JULY -SEPT.I OCT. - DEC. I YE:ARLY AVE .

TH£ AVERAGE AMOUNT OF MI LK HAUL£0 PER TRIP 8',' ROUT£S HAUL/NC LESS THAN 50,000 POUNDS OF MILK PER MONTH, 19~/.

14.4 15.6 14.3 7.3 7.3 7.3 7.3 7.1 7.4 14.1 15.0 14.3 10.9

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