Emphasis on operational training at Harold Wood School
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Continued
team, be given the proper equipment to do his job and the willing co-operation of other functional officers.
Management must also recognize the importance of the driver in the company structure, especially as he is the most frequent direct link between haulier and customer. At Harold Wood a forward-looking management gives the driver his place and the training officer its support.
Training programme
The training programme designed by Mr. Wild and Mr. Bolton is supplemented by a publicity campaign which puts figures to the cost of all types of accident. During the lecture periods the costs of repairs arising from negligence are referred to frequently, so that the driver becomes cost conscious and thus more aware of how he can help to reduce this expenditure. The cost of repairs resulting from minor accidents, running with an overheated engine or loose wheel studs is explained in detail by Mr. Bob Aitken, the engineering controller.
An important aspect is the teaching of correct operational methods. The proper technique for discharging, loading and cleaning tanks is of prime importance; this is tackled in reverse—by showing, for example, the imploding effect of off-loading a tank without providing a vent, a demonstration that causes some raised eyebrows. Another shows the results of steaming out and closing all lids and valves.
Handling corrosives and poisons can be a hazardous exercise unless tackled properly and the course includes instruction on how to do this safely. Recognizing that accidents may still occur, drivers are shown how to use the first-aid kits supplied in their vehicles and this is one part of the curriculum which they absorb very keenly.
The course at Heckmondwike is intensive and well balanced. Just over 38 hours are devoted to driving tuition and 21. hours to lectures. One full day is spent at ERF and the closing day is taken up with tests.
I interviewed 12 drivers during two visits to the school. One gave the training scheme rather' a thumbs down, but the others appeared to be fully in favour of the teaching and in fact felt that they could do with even longer to assimilate the information being offered.
Few drivers relish a written examination and Harold Wood's men are no exception, but the end-of-course tests show encouraging results. And the full effect of the teaching cannot be judged so much on these test results as on the eventual practical outcome. Mr. Wild is satisfied that the training, coupled with the principle of making the driver aware of his part in the scheme of things, is beneficial to everyone in the business.
Manchester Rapid Transit
I have never been greatly impressed by Mr. T. I. Lloyd's juggling with facts and figures: his latest attempt "The Manchester Rapid Transit Plan, Grand design for straphanging", {CM, Feb. 23) is his poorest.
Far from dismissing controlled-access roads and reserved busways, the Manchester Rapid Transit Study investigates them at some length. The reasons for choosing rail rapid transit are conclusive and clearly stated.
As is pointed out, no roads of this nature have yet been built, clearly because no authority, anywhere in the world (even the USA), is convinced of their effectiveness for mass transport. It is left to Mr. Lloyd alone to daydream of hundreds of buses roaring nose to tail along frighteningly narrow roads, carrying a fraction of the passengers that a rail line could handle with ease. buremploying a large army of staff in an industry which has increasing difficulty in retaining and recruiting suitable men. On this last point your contributor is notably silent: well he might be, for he ignores the hard truth that staff costs account for 70 per cent of the total in road passenger transport.
Incidentally, while a Manchester rapid transit car might only allow 2.5 sq. ft. per passenger, Continental buses give no more than 1.5 sq. ft.
E. BELTON, Exeter.
Ulsterbus—an answer
I should like to reply to Mr. D. I. Whiteside's letter, "is it commercial yet?" (CM, March 8) regarding Northern Ireland bus services.
I cannot give the one figure which really matters and that is the profit made in the first year of operation of Ulsterbus. However, when the company was formed on April 17, 1967, the platform staff requirement was reduced overnight from 1,600 to 1,200 duties, with no services ceasing operation. On the formation day the company had no cash whatsoever. Since then it has paid £250,000 for new buses and equipment, it has accumulated sufficient reserves to meet its capital requirements for the next year and has just placed an order for 75 buses at a cost of £500,000. This has been done without borrowing.
Over half the fleet of 1,000 buses is now one-man operated. There have been considerable extensions to existing services. Despite the fact that this is the fifth year in which fares have been held steady, revenue is increasing.
The re-organization is not yet complete and further improvements must be made. However, the company has reached the position which the board expected, but it will take another 18 months before I can say that it is now a completely sound business undertaking.
W. W. HEUBECK, Managing Director, Ulsterbus Ltd., Belfast
Wrong trail
"Bird's eye view" (CM, March 15), reporting that Mr. Harry Shillabeer was off to Africa for a safari, referred to him as BSM's chief instructor at their advanced driving school. I feel sure you must mean BMC and not BSM.
It is true that we have instructed ir Belgium, France, Holland and Cyprus but Nairobi, alas, never.
How nice for Harry, but what a disappointment for me.
J. MILES, Manager, British School of Motoring",! High Performance Course.
CM's 1968 Conference I understand that an announcement has recently been made about your journal's plans for its Fleet Management Conference this year, though I have not seen the details. My problem is that I may be out of the country for a period in the autumn, and I am in SOME quandary as to whether or not to book now and risk losing my fee, or leave it until much later in the year when I shall be surer of my movements.
I am sure there may be other much. travelled transport men with a similar problem. so perhaps if you could answer my letter ir your Q and A or Letters page it would be guide to them also.
F. G. CHILDS
l-funstanton. (Our 1968 Fleet Management Conference announcement was published in CM or March 15, and included a reservation form fo. intending delegates. The three papers will hi presented by Mr. G. W. Quick Smith, Mr Ivan Swatman (from Ford, USA) and Mr Frank Cousins; there will also be a question and-answer session with other experts it attendance. To judge from the rate at whicl bookings are coming in, Mr. Childs woulc certainly run the risk of not getting a seat) he left his booking very long. Except for realll last-minute cancellations, we refund at leas part of the fee, so he would be well advised ti book soon, If a March 15 copy of CM is no available, a request to me at the address ol this page will quickly produce a bookin! form.—Ed.)