Private testing rethink
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E INDUSTRY's attitude to insport Secretary Norman vler's plans to sell the 91 ivy goods vehicle test stais to private enterprise has inged noticeably in recent nths, writes ALAN MILLAR. Vhen the plans were first anmced as a pre-Christmas preit from Mr Fowler in 1979 in at was seen as a determined .1mpt by the ambitious Ministo get to the top of the civil vant extermination league le, the industry was horrified. y, they asked, was he so keen a move which would save the Ivernment nothing — iryone agreed that the test Lions made neither a profit
• a loss — and which could II imperil safety standards? ow, it has become inlasinly apparent that Mr vier will not be deflected in efforts. Market forces may be venting him from putting tional Freight Company ires on the market, but he nts shot of those civil serits from his payroll, and he I call upon a solid Conserve) majority in the House of -nmons to guarantee that )pens.
The industry has had to Inge its tack, and accept that it only try to steer the Trans/ Secretary along a course ich meets its deepest rooted ections.
lence the stance of the big — the Road Haulage Asso:ion and Freight Transport mciation — when they gave dence at the House of Comris transport committee's inry into the sale of the stations /1,June 13).
'hey still don't want to see the tions pass into private hands, if they do, they want a say in at happens. The FTA stayed , aboutwhat it wanted done, the RHA gave some of the ne away by saying, not only t it wanted a hand in running -ionitoring body, but that the 1, wanted a hand in it too.
'he Institute of Transport Ad • iistration, which last year October 11, 1980) told Mr vler that sale of the stations uld be "a backward step of worst kind', has also been ccessing its stance, and has a constructive package of suggestions which it feels might prevent Mr Fowler's plans from causing mayhem in the transport industry.
It has looked at West Germany's privately franchised vehicle testing regime which is carried out by TUV (Technical Inspection and Information Services), and which covers lorries, buses, cars, and motorcycles. .
TUV doesn't have a monopoly, but it is viewed with such favour that a vehicle tested by it is passed for twice the period allowed for a privately tested vehicle. Cars, for instance, need an annual test at a non-TUV garage, and a two-yearly test at TUV. The Transport Ministry fixes TUV's charges which are favourably low.
Not surprisingly, TUV, which has been in business for a century and hasn't increased its vehicle test charges for four years, makes a loss on tests.
But, set against that, its charter specifically excludes it from indulging in any associated commercial activities, and it has such a record of integrity that no Government-appointed inspectors monitor it.
Only the traffic police check and enforce transport regulations, according to loTA.
Where TUV does diversify is that it acts as an information banker for information required by Government, industry, and commerce, and it distributes this information internationally, where appropriate.
In addition to vehicles, this information covers a wide range of items from buildings to construction equipment, and from atomic installations to sports goods.
TUV is staffed by inspectors who are fully trained mechanics, and its management is comprised mainly of qualified engineers, and its senior, management is educated to doctorate level.
Staff are paid in line with the West German civil service, and civil service conditions apply once an employee is established. Many are entitled to such privileges as low interest rate car loans and mortgages.
TUV believes these help en sure impartiality, and any contravention of its rules or proven dishonesty results in instant dismissal.
The TUV illustration, according to the loTA, serves to show how dangerous Mr Fowler's plans could be, if implemented in their raw state. TUV, which applies standards slightly lower than those which apply in Britain, stands not the slightest chance of making a profit when it charges low fees, and there is no mention of the British stations indulging in the specialised extra-mural activities which balance TUV's books.
Yet, the West German example does show the price to be paid for impartiality.
In its latest submission to Mr Fowler, the loTA has made it plain that it would be very disturbed if lorry or bus tests were left in the hands of the garage trade. Impartiality, it implies, would fly out the window, never to be seen again.
If the deed must be done, then the stations should be divided into six regional areas, it suggests, and the premises should be leased to a contractor, rather than sold. It suggests a pepper
corn rent in the first year, with progressive rises to a viable lease/rental after five years.
Drawing heavily on the WestI German example, it wants Mr Fowler to authorise the contractors to carry out motorcycle, car, and light van tests, as well as cranes, lifting equipment, and other allied items which require Health and Safety at Work Act clearance.
There should be an arrangement with the British Standards Institute for the inspection, testing, and certification of items for industry, all within the area of the franchise. loTA thinks the centres might even carry out driving test examinations.
Staff should enjoy pay and conditions at least comparabl with those in the civil service, in order to reflect the importanc of the job, and to free them fro temptation to be coerced o bribed. Standards ought also t be safeguarded by restrictin one operator to one franchise.
loTA, which has recentl changed its "T" from Traffic t Transport, wants to be take seriously and lose its "institut for bus conductors" image, an has assured Mr Fowler of its will ingness to co-operate further i formulating the plans for privet' sation.