Get the fleet into shape for spring
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The worst winter for many years has taken its toll of vehicles.
Now's -he time to check
em out
W IS THE TIME for a good A spring clean. After a heavy 'ter, the heaviest for years, licles are undoubtedly king the worse for wear.
Insurance brokers tell us that nay take into mid-summer ore all accident damage esates can be approved. That ans vehicles may not only be .idy — in some cases they y have to come off the road if damage constitutes a Iger to other road users.
Where vehicles are damaged still serviceable, the affected t is almost bound to deterio3 in service. The answer here o estimate the cost of a nonurance claim job against the of repairs when the damage ; extended itself in service. There are other and more nmon jobs, however, to be Med now. We have already )gested that priority should given to ridding the body and ;ssis of the corrosive effects salt (CM, March 2). An Imination of the body and ntwork is the next priority. Rust must be attended to rnediately — any sign of it )uld be cleaned down to the ital. Even the smallest ihead has to be cleaned out. ways clear an area beyond 'ere the rust can be seen.
There is a range of antiTosive material on the market we will not single any one t for special mention. The first p. in our view, is the wire Ish or buff the affected part. posing the metal means ming and painting to protect igainst further corrosion. The iide or underside of the body probably less important in ;pect of appearance than the tenor, so that a handyman in workshop with the correct Aerial should do an adequate ) without any costly loss of a of the vehicle.
Exterior refurbishing is for professional — the skilled n. Not only is the paint job .aant to project the image of .a operator, more importantly is the protective skin against xt winter, which could be as d or worse than the one just ded. It must therefore be Iplied with skill. However are are minor damage areas Aside that the handyman can 3kle.
Preparation of the surface is prime importance — it must cleaned thoroughly before pairs are made to dents and ictures. The surface must be ()roughly cleaned again and imed before finishing coats of lint are applied. If a full paint b is to stand up for two years, must be done in the proper conditions by skilled people an although the cost may seer exorbitant remember it is prt tecting an asset worth perhap £10,000.
A full repaint is somethini which must be considered et sential every three years o average. This will of course var with the type of work, Tippers on their hazardous work will probably need one every two years, whereas furniture removal vans will last three and perhaps four years before the body needs detailed overall attention.
However, it should be part of every operator's annual maintenance programme to include a bodywork spring-clean. In the years between major paint jobs there should be a "'touch-up" service.
An examination of service wear and damage which is nonclaimable will reveal small items which will become major items if neglected. The top corners of vans are vulnerable to overhanging branches, the sides of bodies are "wounded" in tight lances, skirts of buses collect kerb damage, door panels and hinges are dented and strained by gale force winds and immovable objects.
These are the annual "touch-up" jobs which can be tackled in-house depending on how many there are to be done. But care is needed. An extensively and badly touched-up job resembles a contagious disease, so that using a professional painter should be considered before the job is tackled. Paintshops which are heavily overbooked for the next few months may listen sympathetically to operators who are ready to do the rough preparation themselves.
Cleaning down and replacing wooden sides or aluminium sections should not be beyond the capabilities of handymen. A look around most workshops or driving staffs will produce the kind of man who can tackle these minor jobs. Painting is almost inevitably followed by lettering. The days of the signwriter are fading fast and transfers are taking over. There are a number of manufacturers in this business and a number of methods of application. It needs no special skill to master the technique. A careful man with a straight eye and a steady hand should produce a perfect job.
Probably one of the most common and neglected items of body damage is the cracked wing, especially the rear nearside. This is potentially dangerous and has led to many insurance claims. Pedestrians who catch clothes or motorists who brush alongside a protruding cracked wing section more often than not have their claims upheld. This is a particularly important point to watch.
Spare wheel carriers which have taken the worst of winter will be suffering the worst of corrosion now. If a driver is unable to get the spare out in July, the resultant loss-of-use costs will make today's repair costs pale into insignificance. The carrier should be dismantled, examined for twists, brushed down and repainted.
There are still many timber bodies on the road and they need special examination at this time. A complete check around the body with a check-list will reveal in a matter of minutes the extent of deterioration.
Side-capes and raves should be checked for rotting or splitting, as should floorboards, top and bottom. Remember the underside has taken the worst of the weather.
Body bolts, rope-securing hooks and eyelets may have worked loose and a turn with a spanner will repair the damage. Cornerposts, overcentre pins and their chains are other vulnerable points which should be included in the body check. Their anchor points often work loose and the resultant slack fit causes further side-cape damage.
Where a wooden body is metal-lined, moisture collects between the metal and wood and in time the timbers rot. This is best checked by probing the underside to detect a soft "underbelly". Tongue-andgroove flooring must also be examined to-ensure that it is still "married." These are all items which are easy to check, but vital to the well-being of the body. A programme of touch-u and full repaint along these line will cost about £200 a yea' depending on the size of th vehicle, although for a 32-to articulated outfit probably £30 is closer to actual costs, to catE for the trailer and tilt repairs. I terms of running costs, this about half of one penny per mil and is quite properly considere as a maintenance cost.
Regular attention t bodywork will not necessaril reduce the figure; it will contai it. Washing vehicles daily wi help to keep them in goo shape; it will make the drivE aware of his responsibilities an project an image which will er hance the operator's reputatiol and that of the industry.