Drivers' view: "We like 'em, squire"
Page 69
If you've noticed an error in this article please click here to report it so we can fix it.
RIVER acceptability is art of the criteria applied Courier Express when :.quiring vehicles. This 3mpany's vehicles are mted from Transfleet rther than purchased utright.
Before settling on the M55, Courier put the vehicle the test in London and irmingham against similar lodels from other makes. -It ame out high on driver acDptability," said Mr Roger
lien, Courier's divisional ansport controller.
The 10 0M55 vans with 2.3cum (439cuft) body space any around 21 tons and are sed by Courier on town /ark. The vehicles had to be tanoeuvrable and comfortble in very taxing conditions. the past Courier has found at the biggest hurdle to be vercome with a new vehicle driver resistance; this is why le acceptance of the driver anks high on the company's st of priorities.
However, the driver is not e only consideration; the ares availability, dealership network and maintenance facilities are of equal importance. So before accepting Fiats from Transfleet, Courier had to be satisfied that there were adequate spares and maintenance facilities close to the locations where the 55s would be based. These are Exeter, Reading, London, Luton, Birmingham, Glasgow and Edinburgh.
Under the terms of its contract with Transfleet, Courier is not responsible for payment for spares, but of course, Transfleet must be satisfied that the part is necessary before purchase.
The same applies to servicing: this is a Transfleet responsibility. Servicing is carried out by Transfleet's own staff in Glasgow and Edinburgh and by agreement at Fiat dealers in Reading and Luton. The Exeter and London vehicles are serviced by approved agencies already used by Courier, which has no direct labour maintenance departments.
Once satisfied that both the driver and servicing aspects were met by Fiat and the 55, Courier then examined the operational capability. There already were in operation 280 vehicles so its experience of both vehicles and methods was extensive.
Courier operates a next-day parcels delivery service. What it lacked in its fleet was a -trunk bulk load van-. The vehicles were to be used to collect bulk loads of parcels from one customer and trunk them into a break-bulk depot for nationwide despatch. On occasions the bulk load might be for customers in the home depot delivery area. In such ases the load would be delivered direct.
Courier's fleet includes Ford Transits and Bedford 7.5-tonne vans. What it now needed was something in between. A measurement of work patterns proved that the existing vehicles were either too small or too large for this operation. The Fiat 55 filled the gap.
The basic van was chosen in the first instance, but Courier has now opted for the wrap-round back door. This gives full-width accessibility to the driver and, according to Mr Allen, it has more robust hinges than the double-doors.
On the road the 55s are proving economical, returning an average 20mpg. They are easily handled in close town work and Mr Allen says they "have plenty of power on the motorway". He considers them to be well engineered—indeed, that they are overbuilt for any job they might have to do.
The two Scottish depot vehicles are averaging around 1,000 miles per week. At the other end of the scale and the country the London vans average around 250 miles per week.
The vehicles are to be replaced after five years' service, which will aggregate to 150,000 miles. This will be achieved by moving vehicles between areas.
Such a practice is frowned on by many fleet operators who believe in the principle of one man, one vehicle. Courier takes the view that the 55s are robust enough to stand up to depot and driver switching. Courier and Transfleet do not anticipate any major unit replacements in the 150,000 miles despite the demanding nature of the work which a guaranteed next-day delivery service creates.
Courier Express is a unit of Security Express, which is itself a company in the Thomas de la Rue Group. Its next-day service enjoys a 96 per cent success rate. "We see that as a 4 per cent failure rate,says Mr Allen, -and aim to do something about it.
• lain Sherriff