WORRY REMOVED
Page 36
Page 38
If you've noticed an error in this article please click here to report it so we can fix it.
THE REMARKABLE growth of engineering services provided by the Freight Transport Association in the past decade reflects the close rapport between the Association and the industry sectors it serves.
What began in modest style as a contract inspection service for a few forward-looking member companies has now mushroomed into The growth chart showing the number of inspections or contract, now verging on 100,000 a year, reflects more evidence of customer satisfaction than of high-pressure salesmanship, for sales drives seldom reflect such consistent growth.
A growing number of FTA member firms, upwards of 15 per cent of the membership, -take advantage of the inspection service; the total. membership profits from the commercial benefits — engineering services as a whole now have a turnover of around £1,000,000 a year.
Although every type of vehicle can be covered — electric milk floats, cars, and car derivatives are checked — the bulk of the contract inspection work covers 0-licence vehicles in the range of 16 to 32 tons. The inspection staff, in Cortina 1600 cars, carry vehicle jacks and all necessary inspection gear. The inspectors work from their homes, covering a radius of up to 25 miles.
The contract inspections are of two types. maintenance inspections provide a check on the vehicle and all its components — engine, transmission, brakes, body, etc — while safety inspections, working to the standards of the DTp hgv Tester's Manual, provide a check on all items on a vehicle bearing on safety of operation.
The maintenance inspections are termed "A" and -B-;
is more rigorous and specially relevant during the preparation of the vehicle for annual testing. FTA members can take advantage of other specialist inspection/ checking routines. There is the 0-licence maintenance audit check, known as Olmac", designed to dispel doubts about the adequacy of vehicle maintenance routines, and the records aspects necessary for compliance with the operator's licence.
Audit inspections provide for the inspection of a random selection of a fleet operator's vehicles at intervals throughout the year. Normally the percentage inspected will range from 10 to 25 per cent, the decision depending on the type of operation, age of fleet, maintenance arrangements and so on.
The FTA experience is that most effective results are achieved when the inspector nominates the vehicles he wants to see shortly before the inspection takes place. Of course, a fleet engineer's "hand-picked" selection of a handful of vehicles does not stand so much chance of revealing inadequacies in servicing routines.
The purchase of a new vehicle ought to be a virtual guarantee to the operator of trouble-free service, at least for a few thousand miles. In practice, despite pre-delivery checks by dealers and manufacturers, faults in new vehicles are all too common.
To meet this situation, FTA members may arrange a new vehicle inspection check before. it leaves the supplier. If any operator thinks this is an unwarranted expense, the faults found in the FTA new vehicle checks (441 vehicles) brought to light 111 electrical equipment defects, 108 brake system faults, and 48 cab and body defects, in addition to miscellaneous faults relating to axles, steering, suspension, fuel system, etc.
No doubt the general condition of ex-works vehicles is one of the items regularly brought up with manufacturers by Terry Goldrick (controller engineering services) and his colleagues.
When a specialist division of a trade association expands to employ some 100 people, it is understandable that the broad, combined experience available does enable new services to be provided to meet current needs. Some Such services may be analogous to those long pro vided by the principal motori organisations.
The FTA engineering tei provides special inspection s vices for operators buyi second-hand vehicles, a requiring an in-depth survey roadworthiness and mechani condition. There may be advi tage in commissioning an in pendent inspection report la vehicle repaired after ma, accident damage.
There are disputes, from tii to time, between an opera and a repairer, possibly leadi to a court action. FTA gineering services ha qualified staff to ass members.
Terry Goldrick, though v+ qualified as a road transport gineer, sees himself as I manager of a thriving, servi oriented outfit. Worki
through two techni managers, D. H. G. Moody spection services) and R. Rider (manager-engineerin Terry applies strict budget standards to measure the p formance of his team of enc eer inspectors. No less imp( ant iS his notable concern, a manager, with the developm, and continuity of employmen his inspector colleagues.
It was enlightening to me learn that the mobile inspectc working in teams of five or under senior inspectors, hay quite arduous job; it is not "easy number" that might imagined.
There is a norm of insp tions to do every day, some or 26 on average. The prerni visited are variously equippec hard-standing and cover in weather are specified. Th may be much travelling a early rising to meet custor requirements.
Terry Goldrick and his coil gues are very mindful of desirability of a good career structure with promotion prospects for the more experienced inspectors. That is why new, more sophisticated, services are under development, verging on consultancy, in one of its many forms.
It is possible to conceive of FTA engineers developing special expertise in depot design, certainly the design and construction of modern workshop installations. The more administratively minded men could develop particular skills in advising member firms of the best way to maintain vehicle repair and servicing records, charts, etc.
Much of this is already happening, but there are obvious ways in which a strong engineering team can widen their usefulness to a membership which, over the years, has shown itself to be receptive to new ventures.
Terry Goldrick's philosophy centres on the concept that fleet engineers should see their n5le as providing and maintaining vehicles at a minimum total life cost.
In that short sentence there is room for abundant variety — there is no one, perfect way, to operate a fleet economically. But it ties in with recent researches by an FTA team of members, and HQ staff, on the viability of computer analysis of vehicle cost records.
Perhaps it will not be long before member companies have a chance to get some of the benefits for so long enjoyed by the larger transport organisations.
The administration of the engineering services staff is sensibly decentralised through the five regional controllers, each of whom can call on the services of regional engineers. FTA members in the provinces requiring details of inspection or other services would normally approach the regional office nearest their base.
A discussion and review of the operator's particular circumstances — fleet size, maintenance arrangements, capital available, staff abilities etc — would lead to a suitable contract quotation.
It must be stressed that the FTA inspectors do not carry out any rectifications, or stripping down, of operators' vehicles. Their task is to monitor the ,quality of maintenance normally given to the vehicles. Any temptation to carry tools and put right minor, or more serious, defects discovered would prejudice the objectivity of the in spection exercise.
It would also, of course, take much longer and cost much more, and the "throughput"' of inspections necessary for commercial viability would be prejudiced.
Readers may be surprised to know how strict is the ''vetting'' ofwould-be FTA inspectors. For every appointment some 30 to 40 applicants are considered. Many are ruled out from the letter applications, but there is much weeding out of applicants who do not measure up to the character and personality elements— leaving aside the technical abilities — of the inspection r'ole.
The willingness to give a .good day's work, operating from home, with a minimum of supervision, calls for careful selection.
Users of the FTA inspection service — and they range from the one-vehicle operator to the large national fleets — cannot automatically assume that the ''toll' for the service, which has to be paid for, relieves them of continuing responsibility for high-quality maintenance.
On three occasions last year Mr Goldrick had to write to sub scribers telling them that the FTA must withdraw from an unsatisfactory contract.
There are obligations — the FTA would not wish to be associated with a company at the receiving end of too many GV9s or PSV71s or which deservedly loses its 0 licence.
The quality and cost of vehicle maintenance and its complement in record keeping is something rightly valued by managing directors. Excessively• high maintenance standards impose unnecessary cost burdens on industry, eroding profit margins.
The FTA inspection service can monitor the level of mainte nance at a number of depots.
Monitoring routines have been developed for observance of the Tanker Regulations for Petroleum movement. The levels of maintenance in the psv field are being progressively improved by FTA inspectors.
Three copies of inspection reports are made: two copies are supplied to the customer firm while the third is filed at the FTA regional office. Senior inspectors have access to all reports.
The technical education and development of inspectors is taken seriously. There are training sessions and an annual conference and the feedback from these must prove of value to HQ officers.
The broader the spread of experience and the greater en thusiasm generated, the easier it is to devise new customised services, such as routine check ing of mechanical handling equipment, monitoring of safety precautions under the Health and Safety legislation, etc. There is nothing sacrosan of course, in the present systi of visiting inspectors. Perhe equally tenable would be reg nal inspection centres, to wh members vehicles would directed periodically.
The FTA inspection servil with a 10 per cent annt growth target, has clearly r yet reached the limit of usefulness. The wider scope engineering services, given I commercial viability which it prerequisite, offers many as uncharted growth areas for pension.
Of course, no service is abc criticism; actual users may w to query its advantages in ten of cost/ benefit. They may E the industry was deprived some good craftsmen whc skills, as inspectors, are not fu utilised. A visiting service p viding for full rectification mic, be preferred — whatever t expense — to a purely inspi tion service.
The FTA is sufficiently cic to its membership to listen reactions and pay due heed suggestions. Most members v approve of the commerc approach, though cost fact( clearly preclude the making unreasonable profit.
On the Standard Contra lA + 38 Inspections cost E! for an artic or multi-axl vehicle. Discounts are given multiple vehicle inspectior based in the second year on t average number of vehicle p sentations.
A public conference of us( of the inspection servi attended by non-users and DTp engineers would, I thir be enlightening, for in the lo run the general industry attitu to an inspection service mi. emerge. Meanwhile, the FTA rightly pleased with the rE ponse of its membership.
• John Dark