VOSA`s “Guide to Vehicle Ability” makes it clear that operators must take steps to ensure that their maintenance operator`s work is up to date: “Even if you are in good contact with a contractor, you should have a regular quality monitoring system. Obtaining annual test data from the first period holder is a way to verify that their performance is satisfactory, but this should be supplemented by other audits. Any signs of incompetence, incompetence or other inadequacies leading to a reduction in the standards achieved should be taken into account immediately. Here too, a good working relationship can help, but if problems persist, you may want to consider changing contractors. Even the most comprehensive, comprehensive, all-dance R-M contract cannot relieve the user of its fundamental responsibility to ensure that the vehicle “remains safe and safe on the road at all times.” This is reflected in the VOSA guide on maintaining the ability to drive, a useful starting point for all those who make decisions about maintenance agreements. The guide also states that the term “vehicle user” applies to both the driver and the driver. The operator is responsible for the daily checks of the whale and the careful filling of the bugs. VOSA and the Transport Commissioners believe that this daily check is as important as the planned safety inspections: VOSA estimates that more than 30% of the mechanical defects it discovered should have been detected by the driver. We went to the market to get some indicative costs for five-year R-M contracts for a representative batch of 10 tractors. Four truck manufacturers and four independent maintenance suppliers kindly provided us with offers, as shown below. As there is a Daf solway workshop just off Wighams hof service downtime is minimal. “Daf is going to take the vehicle on a Saturday or Sunday and send it back, and I can call someone if there are any problems,” he said. “Daf is very good to us.” Wigham adds that the comfort and quality of the maintenance arrangement is a key factor in his choice of truck.
The good thing about maintenance contracts is that they offer a monthly fee that you know of and that are (more or less) fixed for the duration of the contract. The price is normally indexed to the RPI (Retail Prices Index), with the contract fee adjusted each year. As a general rule, however, it is possible to choose a truly fixed and inequivalent rate. According to the offers we have received, these should cost between 3.5% and 6% more than a tracking RPI: this is your view on where inflation goes and whether inflation protection is worth the most. According to James Ostridge, head of service contracts at Mercedes-Benz UK, more than 90% of Mercedes` R-M customers choose to protect themselves by setting inflation prices. Maintenance contracts are designed to eliminate risk. With regard to inspection and basic services contracts, the risk is very low, because the preventative maintenance costs – service time, remuneration and consumables – are known, so the only risk you avoid is that these costs will rise faster than inflation. This makes it relatively easy to evaluate these contracts and compare them with the work rates and consumer prices you would otherwise pay. But it is far from easy to assess the value of broader R-M contracts. What are the chances of needing a new battery after four years? How long does the fuel pump last? When should the clutch be changed? If you buy an R-M contract, you`re essentially paying for all these unknowns to be the responsibility of the maintenance providers.
Transmission of this unknown risk will never be cheap and the magnitude of this risk will increase disproportionately with the duration of the contract if the likelihood of component failure increases.