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FLEET CARS

8th July 1977, Page 25
8th July 1977
Page 25
Page 27
Page 25, 8th July 1977 — FLEET CARS
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Which of the following most accurately describes the problem?

CM reviews its fleet...

FACED with the question of acquiring fleet cars the transport manager should establish, at the outset, the criteria on which they should be purchased. Normally, this will be a mixture of price, status symbol and purpose for which they are to be used—usually in that order.

Experience can be gained only in service. To spend £3,000-plus only to learn that a particular make or model is not all that the salesman said it was is a costly exercise which could lead to a redundancy notice if repeated too often. It is essential that all aspects are considered including serviceability and that requires experience even if it is someone else's experience.

The status symbol aspect can never be dismissed, so get it over early. This is best achieved by dividing the range into cc bands, say 1000-1200 cc, 1250-1500cc — 1600-2000 cc — 2500-3500 cc. That range ahould cover most naquirements.

Cost almost follows in the wake of the engine :apacity although not always. There are such :hings as reliability, after :ales service and vehicle life :o be considered, but these ire "experience" items.

The extras are the items Nhich add to the cost, but 'extras" have a habit of aecoming "basics" in next o no time: screen washers, ear screen heaters, :igarette lighters, visors, ear fog warning lights, even :arpets were an extra only a 'ew years ago. Few people vould accept a "basic" car vith good grace and inlightened management vill decide that good ndustrial relations are worth few Es more.

So far then, we have

ettled for a sensible range if engine bands and a car vith a reasonable degree of omfort. But there should be ,xceptions to rules.

Take the lower-paid man who covers 30-40,000 miles a year and the line manager who covers 15,000. Is it sensible to give the "workhorse" an 1100 cc engine and the desk-bound man a 2000 cc? Surely the compromise is to give both a 1500 or 1600 cc car.

The transport manager will not find this easy to sell to the upper management, but the standardisation argument will strengthen his case.

Having satisfied status, price and purpose, the life expectancy should be considered. Two years or 50,000 miles is favoured by many cost-conscious transport companies. This is the point at which the cost of repairs becomes obvious, even painful!

Whatever replacement period is set, it should be such that the car is not on the verge of the "banger stock racer" category before it is sold. Residual value is an important aspect in operating costs.

With all these considerations very much in mind CM's car driving staff have had their cars under scrutiny for up to 12 months. The car manufacturers were unaware of our intentions, so we did not seek nor were we offered special treatment.

If there was any special treatment it was in our awn servicing arrangements. Our vehicles are serviced in our company workshops every 3,000 miles.

The type of journeys we engage in vary from commuting through London's congested "short cuts" to a fast run behind a road test vehicle to Pathhead and back. We are average drivers but perhaps a bit more vehicle sympathetic than most. We are also inclined to be a bit more clinical and critical than the normal fleet driver.

These are facts and opinions. If you have different experiences and opinions, we will be happy to hear them.

Costs CM's 1977 Tables of Operating Costs include saloon car costs and are available now at £1 from Cashier's Dept, IPC Business Press (Sales and Distribution) Ltd., 40 Bowling Green Lane, London EC1

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Locations: London

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