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Safety measures: (3) Glass everywhere
Page 79
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DESPITE today's improved roads and better vehicles alike, we still get as many cases of dislodged loads of glass bottles. etc. If anything, the situation is worse.
I put this down to the easing of curves and increased dimensions of roundabouts and the consequent higher speeds. Yet despite the increased risk of centrifugal "fling", there is another factor that is a direct contributor.
Many firms distributing bottles are compelled to hire platform vehicles, often on a full-time basis, and seem to have little wish to sec them standing idle. All too often, it is these hired vehicles that hit the headlines.
The regular brewery vehicles, however, are rarely in trouble, as they never seem to be in any hurry, so no doubt two things apply: (a) From long past practice they work their deliveries at a steady pace, based upon schedules of much earlier years and slower equipment; (b) they are as well equipped as they are experienced.
Only on the rarest occasion does one see even a single case or keg spilled from the true brewery vehicle. But someone is dropping crates and cartons of bottles etc. Who is it—and why?
The most recent "unfortunate" I have note of, threw one half of his load of bottled beer completely across the exit from a roundabout, and after two small cars had tried to get by (expensively as it turned out) noone else would venture past until labour and sweeping brushes arrived.
Meanwhile, a 4-1-mile queue had built up, and 45 minutes were lost to all involved. The lorry concerned was a 5-ton flat with no sides and negligible chock rail above floor level. The part load still in situ was metal crates flat on the floor and stacked seven high. There was no interlock between crates,
no rope had been used, only a waggon sheet doubled and laid, flat on the load with the sheet strings tied, in fact, to the bottom crates, and not to the body hooks.
The load was, therefore, relying upon its own weight to hold it still, nothing more, and while it stayed in place for the run around the island, the sharp left hand flick at the exit was too much for the unsecured load. The driver was 20 years' old, not on the full driver's rate, and he had a list of deliveries enough for a full 10-hour day, and this was at 2.15 p.m. He had delivered four loads and had three to go—estimated finishing time 8.30 p.m. His first run began at 7.45 a.m.
The only comment he could make was that the driver who could not get seven loads out was no good to the firm who paid him, at the rate it charged. Asked if he had not considered having a spar fitted alongside the shallow chock rail to tilt the cases inwards, he said that this was only his third day in the job. And after this little lot, he did not expect to work a fourth!
This is one example of the sub-letting that goes on. A low rate and a tight schedule is the result, with an inexperienced driver, a vehicle not altogether suitable, and no attempt whatever to ensure load security.
A word with one of the Police was right to the point. "Yes," he said, "the lemonade boys keep us quite busy. . . ."
It was most interesting to note a nearnew vehicle belonging to the firm of "You know who" sail past loaded with its product. Its load sat securely on a special platform which canted down from each chock rail to the centre, and in addition to this built-in aid to safety, it had sensible straps and sheet that really fitted the vehicle.