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Tougher ,enforcement measures on the way
Page 111
Page 112
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Noel Millier reports Confed's first coaching symposium
qY SOON psv will require annual Certificate of adworthiness — issued y after an inspection by a p vehicle examiner.
rhis was prophesied — and I e every reason to believe this ight — by David Moody, of Freight Transport sociation, speaking to the Ifederation of British Road ;senger Transport (CPT) iching symposium at the akend.
But Mr Moody told the dele es An operator with an )ctive maintenance system, vever, need not fear changes .nforcement methods as the eria for roadworthiness must rays be safety. Regular licle inspection as part of a ventive maintenance will ;ist in safe and reliable The FTA runs coach inspec facilities with the CPT and vid Moody revealed that new licle inspections have shown a startling number of faults vehicles immediately after )y have been delivered. ring 1977 out of 43 new iicle inspections carried out the FTA an average of 9.72 fects per vehicle were found. Of these defects 1.38 were d enough to warrant prohibin notices to be issued, he d. Brake faults were by far the )st common found by FTA Mr Moody said that a major luence in a vehicle's reliability the action taken later by its ■ erator in terms of maintence and repairs.
He spoke of the importance a system of preventive 3intenance that should enable ,ecks and routine defect porting. Implementation of gular preventive maintenance lould prove economical in ieration. Routine maintenance io will ensure that operators lye little to fear from Depart
ment of Transport roadside checks and will have little cost incurred in preparation of vehicles for annual checks.
A survey of vehicle defects found by DTp examiners revealed a prime cause is neglect caused by the absence of effective preventive maintenance systems and with this in mind Mr Moody pointed out that it is not surprising that changes in enforcement methods are now being considered.
The first business session of the symposium — the first one on coaching held by the CPT — was chaired by Frank Harris (CIBS chairman) and had the theme "Modern coaches, can you rely on them?" Presentations on behalf of vehicle manufacturers were given by Robin Gibbons of Ford and John Cox of Leyland, who spoke of the advantages and disadvantages of the chassis manufactured by their companies.
For coach-builders John Ruddy of Duple revealed the efforts made to design factors into the coaches to ensure reliability. He felt that coaches indeed can be relied on, but he had some harsh words for some of the suppliers that the manufacturers rely on for components.
Frank Harris then invited questions from the floor. Delegates' questions ranged from their worries concerning overcomplicated vehicle designs to design requirements for the disabled. Paul Tizard from Birmingham pointed out that coach operators have to accept the responsibilities for vehicle breakdowns and accused manufacturers of not accepting their responsibilities to the operators. He emphasised that in some cases faults are found in new coaches when they are ready for collection from bodybuilders.
John Ruddy pointed out in answer that coaches are often collected direct from bodybuilders before the dealers, through whom they were purchased, have had the opportunity to carry out a pre-delivery inspection. He denied the allegation that coach builders are failing to meet their responsibilities.
John Cox of Leyland reiterated that manufacturers are facing their responsibilities to their customers.
Both legislation and customers now require higher levels of vehicle sophistication, and this will result in increased vehicle complication, said Mr Cox. For example, heating and ventilation will be improved by the use of additional components that will be as reliable as possible, but will have to be more complicated that at present.
J. H. S. Baggott of Tricentrol Coaches, thought that too much emphasis is placed on driver requirements and that this is often an excuse for poor original engineering. He said that the installation of power steering and clutches has been necessary as the original designed-in steering and clutches on new vehicles are too heavy.
Robin Gibbins of Ford answered that Ford tried to keep operators' costs down by using as many easily obtainable truck parts as possible. He said that power steering, air clutches and brake retarders have now become accepted standards.
Tom McLachlan of GreyGreen Coaches asked how much consideration is given by chassis manufacturers to body specification? John Ruddy answered that liaison was going on. .
John Cox confirmed this — but felt that it can and will increase.
The first session was closed by Mr Cox, who answered a question from Les Bywater concerning annual chassis price increase. Mr Cox assured the floor that price increases are part of inflation and have to be agreed with the Prices Commission.
The second business session of the symposium started after lunch and took the theme — "The EEC, does it affect you?" Contributions on the Access to the Profession regulations were made by Ron Whittle, president of the Passenger Section of the International Road Transport Union (IRTU); Drivers Hours by Dennis Quin (director-general CPT); and European technical legislation by Robert McLeod (chairman of the CPT technical and engineering committee). The Session was chaired by I. E. W. Buttress (president of the European Conference of British Bus and Coach Operators (ECBO).
Conclusions drawn from Ron Whittle's contribution were that the financial requirements for coach operators will be gradually tightened up. This was generally thought to be good and likely to increase the professional standing of the industry. Mr Whittle thought that minimum standards of both parking and operator office accommodation should have been included in the regulations.
Denis Quin outlined Confederation policy and fears concerning drivers' hours and likely results of these. He also spoke of the Confederation's opposition to any relaxation of regulations for psv with 15 seats or under.
Robert McLeod outlined various EEC and ECE regulations likely to come into force and their likely impact on coach operators. Particularly fearsome are possible maximum future vehicle noise level requirements.
Delegates' fears over drivers' hours and their appreciation of work done by the CPT and Denis Quin in particular was apparent from questions asked after the session. Peter Rogers of Rainworth Travel asked what plans the CPT has to get the industries' problems to the public's attention? Denis Quin outlined plans to circulate members with leaflets to supply to their customers.
Discussions concerning possible CoF regulation changes, in-scope and out-of-scope aspects of drivers' hours regulations and the injustice of fuel duty also took place.
The final business session took the form of a forum. A panel of leading coach operator members'of CPT and Denis Quin under the chairmanship of John Birch (immediate past president of the CPT), answered questions raised by delegates. Problems concerning CIBS involvement in local affairs, recruitment of new members and affiliation with local organisations, CoF regulations, school contract problems, road service licensing, professional attitudes and the DTp full and part-time driver accident survey were among the questions discussed in this lively final session.
Informative relaxation for delegates were provided by Rita Fryer of the Heart of England Tourist Board, who contributed a lively presentation on the advantages of potential -Heart of England"' destinations to coach parties. A mediaeval banquet at Hoar Cross Hall, near Burton on Trent, gave delegates a coach passenger's view of an evening
Out, and finally a visit to Weston Park gave an insight into the problems of running a tourist attraction.
The opening address given to delegates, mainly members of the Confederation's Coach and Independent Bus Sector (CIBS), was by J. D. W. Gent of the Society of Motor Manufacturers and Traders (SMMT). It was mainly concerned with the transport arrangements for the combined car and commercial motor show to be held at the National Exhibition Centre in Birmingham in October.
Operators were told that parking for 1,000 coaches will be available during the motor show in a park situated to the west of the exhibition halls. Drivers will have rest and restaurant facilities and passengers will be able to enter the halls through a special entrance.
Coach access to the new r will be by an entrance from Clock interchange on the and coaches need not be volved with other slow traffic yet no price for coach parl, has been agreed but it is pected that it should be more than £2. Delegates vi told that the motor show wil prepared to receive over million visitors.
This symposium gave co operators the opportunity to their fears and opinions at their industry without being volved in the problems fac larger stage carriage unc takings, and proved very ef tive. It is a pity that not mon the many thousand cm operators in CIBS members were able to attend the s) posium, held at Tillington Hotel, Stafford, which deser to be the first of many.