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Know-how 44: Preventive Maintenance (29) breakdown pattern
Page 58
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HAVING explained the practical side of our Preventive Maintenance scheme, in a previous article I wrote about the way the engineer became further involved, and apparently took on tasks never previously considered. However, since the basic aim is a high standard of vehicle fitness and a substantial reduction in costs from the lessened amount of unscheduled repair, many other aspects do automatically come to our attention.
The reason? Once the engineer has proved to himself that there are savings to be made from prevention, he begins to look askance at any feature that interferes with programmes and is costly or suspect. So he now finds himself looking closely at roadside stoppages and does not wait for an invoice telling him that a vehicle had been delayed 48 hours somewhere down the road.
Instead he looks into matters and takes action, regardless of past practice. In the earlier years of long-distance haulage, drivers had to fend for themselves, and many had considerable mechanical skills.
Gradually, however, the number of repair or call points increased, and the do-it-yourself outlook began to disappear, until it became a driver's task to do little more than pass a message to the nearest authorized repairer. If there were eating facilities available also, he would often struggle on under his own steam with personal, rather than vehicle welfare in mind.
Many such call points—with all due respect to them—were acting only upon a driver's instructions for repairs. No control existed, the owner being, or having to be satisfied that the vehicles were receiving the oorrect repairs.
Often, the first the maintenance engineer knew of the incident was much later when he had to clear an invoice for payment. TO the engineer becoming increasingly cost-conscious, this portrayed a very loose situation indeed, and one that easily could be abused. So the engineer is faced with one more loose end to tie up as quickly and as securely as possible.
In case it is not easy to see the loose ends, or it is felt that unfair criticism is levelled at the distant repairer, a word of explanation is called for. First of all, any repair down the road means that additional labour is being employed, over and above your own wage bill.
If down the road repairing remains uncontrolled, money may be spent on spares or units that are already in stock at home base. Also, repairs are being carried out without any reference to recent past vehicle history, and the repairer may be working in the dark to some extent.
There may be sound reasons why the vehicle should not be repaired down the road—its age, the fact that it is due for general overhaul or replacement. It may be wise to bring it home.
Finally, the engineer should place himself in a position to be able to discuss and control any away from base failure with the repairer so that damage, cost and the time factor are all known. Drivers must report back to home base any failure of mechanical parts, or major stoppage, before calling for assistance. This report must be channelled directly to the engineer to exert control from there on. .. .