Outside" Maintenance for Mixed Fleet
Page 45
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THE case for the employment of out-side garages for the maintenance of a dispersed fleet of vehicles was supported by Mr. W. L. Gam, B.Eng., A.M.I.Mech.E.. A.M.I.R.T.E., in a paper' which he read to members of the Institute of Road Transport Engineers in London last week. The fleet concerned is operated: by Associated Um) and Wharf–Cos., Ltd., and consists of ' about 250 vehicles, ranging from motorcycles to a 24-ton-gross•bil tanker,
Most of the vehieles, he said, were in units of fewer than six and Without daily supervision by a 'Orralified engineer or mechanic. The vehicles distributed solid and liquid' fuels, and Undeitonk general haulage. •
Maintenance responsibilities' of . a driver Were confined to checking water, surim-oil and battery levels, cleaning hiS vehicle and reporting defects on hi i log sheet. Each month (during which about 900 miles were run) a contracting garage lubricated, inspected and tested each vehicle, emphasis being placed on items affecting safety and fuel consumption. Defects noted on inspection were' dealt with, and the contractor had per 'mission to rectify minor faults without reference to the operators.
Although the group had two work:shops, Mr. Gage said that there were three difficulties in the maintenance of a dispersed fleet. In the first place, there was the dead mileage when travelling to the base for repairs. This could represent .25 miles' running, adding prob
ably LI lOs. to the repair cost. •
• SecondlY, for safety reasons alone, it was desirable to have at least two people in a Shop while work was in progress. It was difficult to organize outof-hours repairs, which were conducive to Maintenanceeconomy,e in a small •• workshop.
..Thirdly, there was the difficulty :of making full use of the workshop staff when vehicle availability exceeded 95 per cent., as it did al the seasonal.peak.
local man:Leers of the operating company were given limited .mechanical training, so that they could take an intelligent interest, in the company's maintenance procedure. •
There were planned. departures from the uniformity of monthly, servicing. These concerned additional work on
special vehicles; •sump draining, which was controlled by mileage to the nearest service point, renewal of cartridge-type oil-filters and injector replacements. • Fuel-injection pumps were recallbrated on annual dock—between 20.000 and 30,000 miles—and hydraulic-brake piston rubbers were replaced on dock .between 30,000 and 40,000 Miles. Maintenance on a strict mileage basis had been found misleading and expensive.
The difference between one driver and another significantly affected vehicle life, and, where Operations allowed, a driver should be confined to one vehicle.
Outside contractors were used to provide a maintenance and inspection service for tyres. One would be aripointed as sole supplier for a group' of branches and 'would, in return, undertake to fit tyres free of charge.
Remoulding was carriedout wherever possible. Remoulded tyres were purchased, more from a desire to reduce the value of tyres exposed to contact. with kerbs and. coke, than from any proved advantage in cost per mile. The keeping of tyre records, said Mr. Gage, was almost impossible with a dispersed fleet.