Neil Pattemore looks at why IAM professionals will need to ‘step up to the mark’ to ensure they’re capable of meeting the challenges that the future will bring.
Those of you who are into a bit of moonlighting will be interested to know that you can now place your order for the new Aston Martin DB11 – the dream of every wannabe secret agent who is ‘Licensed to Kill’. However, when it comes to the repair of evermore sophisticated vehicles, it’s more about being ‘Licensed NOT to Kill’.
One of the aftermarket’s greatest challenges is the associated knowledge and skill-set needed to handle progressively complex vehicle systems, especially when these systems are designed to either provide advanced driver aids or allow the vehicle to be controlled automatically.
Despite the VMs’ claims that only their authorised dealer networks are capable (or allowed) to work on these types of vehicles, I’d forcibly maintain that it’s not a ‘capability’ issue, but one of having access to the correct training, technical information and diagnostic tools. In fact it would be better phrased as a ‘competency’ issue instead.
Why is competency such an issue?
From the VMs’ perspective it’s about controlling the vehicle repair process so that only their original replacement parts, repair processes and software are used, thus ensuring that the vehicle continues to operate
as originally designed and manufactured. By minimising problems occurring with
the vehicle (especially if one was to result in an accident) then the VM has basically controlled the question of liability. If they don’t control the repair of the vehicle, then how can they prove that it wasn’t their fault?
From the owner’s perspective, knowing that the vehicle is being correctly serviced and maintained so they’re confident that the autonomous systems operate correctly is pretty fundamental – a question of trusting the competency of the workshop.
How can the UK IAM demonstrate competency?
To see how other countries have addressed the same challenge we need look no further than Germany.
The German system has its roots in a ‘Crafts Code’ (similar to the UK’s City & Guilds). This uses examinations and certificates that lead to a ‘Master’ level and consists of four parts (two professional and two general):
Part 1 – Specialised practical skills;
Part 2 – Specialised theoretical knowledge; Part 3 – Business, commercial and legal knowledge;
Part 4 – Professional and implementation knowledge.
All workshop owners must have a master’s certificate or hire a manager with a master’s certificate and all workshops must belong to the national workshop association (like the RMI-IGA in the UK).
In the UK, there is increasing pressure to certificate the competency of the technician and there will be other certification requirements in the near future – especially for automated systems and autonomous vehicles as well.
Additionally, it’ll shortly become a requirement for VMs to provide access for independent operators to security related repair and maintenance information (SERMI). The ‘SERMI’ scheme will require both the business and the technicians employed to be assessed before they become approved and authorised to access the relevant information via the VM website.
The future dictates that aftermarket repairers will have to meet new levels of identification and competency (and be able to prove it), not only to retain the trust and confidence of their customers, but also to meet the requirements that enable continued access to the technical information needed to repair the cars of tomorrow.
