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letters
Page 77
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Magirus Deutz: a denial
With the authority of the governing board of Klockner-Humboldt-Deutz AG, manufacturers of Magirus Deutz vehicles, we protest most strongly at the speculation contained in your article of May 25 1973. We can state categorically that there is no foundation for your report regarding so-called rumours to the effect that "KHD would like to find a buyer for the Magirus set-up". On the contrary, a major expansion programme of the Group's vehicle activities is currently taking place both in Germany and abroad while in this country the large investment in the new Winsford premises is merely the first stage in a major expansion of activity in the British market.
The board of Klockner-Humboldt-Deutz feel most strongly about this exercise of journalistic power without responsibility since an inquiry to either this company or the Press Department of Klockner-Humboldt-Deutz in Germany would have produced a ready denial. As with all large industrial groups, Stock Exchange speculation is not uncommon but one expects responsible journalists to show more wisdom in their reporting, F. TI NS DALE, Managing Director, Magirus Deutz (Great Britain) Ltd, • Wins ford, Cheshire, [Our report made clear that it was based on speculation current on the Continent. We are nevertheless happy to publish this statement. —Ed.]
Reducing maintenance costs
In his letter on "Reducing maintenance costs" (CM May 18), Mr Webb of Clevedon refers to the important role played by the inspector who specifies the maintenance work needed and subsequently confirms that the vehicle is again roadworthy. Mr Webb also points out the high level of skill and experience required by such inspectors.
Your editorial in the same issue mentions the difficulty of diagnosing vehicle faults in an economic way, and stresses the shortage of adequate skilled labour.
Is it fair to expect the correct decision on how much time and money to expend on the maintenance for a particular vehicle each time it comes into the workshop unless the inspector is provided with all the devices available to assist his diagnosis? How can he "spot defects before they occur" without taking some quite precise measurements to indicate deterioration over a period of time? Preventive maintenance also means replacing parts after a predetermined period of use even though they may still be in quite good condition, as revealed at the recent I RTE Conference.
One of the conclusions reached by the NRDC studies reported in CM April 20 was that a need existed for instrumentation (some on the vehicle and some in the workshop) to help the inspector in identifying faults and to automate some of the diagnostic procedures. Such equipment need not be complicated or unreliable, even if it is sophisticated, provided it is developed and designed with practical considerations always in mind.
L. A. WILSON, Planning Department, National Research Development Corporation.
Training: stand firm for 10-day courses
Having read with considerable interest Mr W. H. Dixon's two letters (CM May 11 and 18), may I be allowed to make the following answers and give these opinions on the subject matter?
Anyone connected with driver training as a long-term programme, must support Mr Dixon in his case for more intensified training, but to suggest that TOPS (Training Opportunities Scheme) can be embarked upon at this time is quite unacceptable. May I remind my friend Harry Dixon of the point I tried to get across at Livingston Motec some months ago, which he remembers well I have no doubt? This point was that groups carrying out the stupid one-twothree-fouror five-day conversions as they call them, plus test pass courses of five days, were bringing GTAs into a farcical position, plus doing nothing to promote training as an economic and social need.
He will also recall that I claimed, rightly, that this group is the only one in the country which will not play around, and no driver comes for less than 10 days' training.
A further point I wish to clear up for Harry concerns his statement that I train drivers just to pass the test after spending 10 days with us. On the contrary, the syllabus drawn up by me — and I have 49 years' experience in all fields of road transport — means that a standard far in excess of the hgv test is reached. He needs only to inquire from my members' firms and the drivers trained to substantiate my claim.
No Harry, let us in the GTAs stand firm on a minimum 10-day course and, having achieved this basic pattern, move to greater training values reached with understanding and support.
The proof of our enviable success in Manchester can be borne out by the following :— (a) training days available in '72 were 5220 of.which 5110 were taken up;
(b) the 110 days not taken up consisted of 11 courses (of 10 days) on seven of which the trainee was sick; two were involved in accidents the previous week; two failed to turn up for personal reasons. The same position is apparent up to now in '73 by 100 per cent attendance.
If, by some miracle, we could embrace TOPS now, with my forward bookings I would have no vacancies until 19891 So let us get on with the promise of better drivers by accepted training methods and deal with the problems as they arise. Incidentally, the above figures are based on 32 places on 8220 training days per year!
, JACK WOOD, Manager & GTO, Manchester Transport Training Group,
Amusing, but . .
Many readers will have been amused to rea the Department of the Environment'scommere on taking freight by rail quoted by Jam., (CM May 18). British civil servants frequentl entertain us with these laughably blinkere and short-sighted statements. So expert ar they at finding reasons why a thing shoul not be done, it is a good job that there ar Ministers at the top pushing things through.
Fortunately, Geoffrey Rippon understanc that public opinion is changing as peopl realize the appalling environmental effeci of road construction and heavy traffic. In major speech recently he spoke of "aimin at a policy that keeps preservation of ot environment at its centre" with "massix, and imaginative improvement of publi transport".
Government policy is changing an Rippon's minions will soon be drafting a ne, letter to replace the one Janus quotes. could point out that if the railways were I double their annual freight ton-mileage, roa freight ton-miles would be cut by a thim It could point out that in 1971 .the sum sper on roads exceeded the revenue from motc vehicle duties by nearly 400m while th British Rail Board incurred a loss of £15n It could point out that while Britain's roac are the most crowded in the world a muc lower proportion of goods transport goes b rail in the UK than in any other majt Western European country.
However, we must be patient for it wi take time for such enlightened thinking t percolate through' Whitehall. Meanwhile, would be interesting to read Janus' comments on the rapid transit syster approved for Tyneside; the abandonment c road schemes in London, Nottingharr Worcester and Cardiff; the formidabl opposition to road schemes in Bath, Edinburgl Brighton, Glasgow, Cheltenham and °the towns; the recent Department of th Environment circular on Lorries and th Environment; the current Lorries Bill; th growing campaign to use canals for freight the . . well that would be enough for on article. Straws may be — but all blowing ii the same direction.
TIMOTHY CANTELL lslingtor
NGTM 'will never fall'
It was with considerable disappointment the I read the question from a reader published ii the Q and A page in the May 18 issue c Commercial Motor regarding the Natione Guild of Transport Managers: "Are they sti in existence'?"
Presumably this man or his friend has neve met any member of our very active Londo centre, or spoken to anybody in the com mercial motor trade. Let it be known that thi organization will never fall down and if an transport manager is not a member he is a foc to himself.
As entertainments officer for the Londo centre, I have now started taking bookingslc . our next year's annual dinner dance on Apr 6 1974 at the Mount Royal Hotel, Marbl Arch, and if this man or his friend would lik to attend, he must book now, or he will neve join a very active group.
This London centre is so important that th national body now has sufficient support o matters to tackle the Minister.
Under these special circumstances I mu: stress that I am a strong member of th National Guild of Transport Managers, th only body for us as practical men.
A. ROKER Woodford Green, Esse)