In Your Opinion
Page 52
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kep-frame definition VE WERE interested to note the comments by the "Hawk" oncerning low-loading semi-trailers in your issue of October 14. 'ossibly the reasoning behind our terminology for the Brockhouse emi-trailer chassis depicted will clarify a few points in what could, .ve imagine,, prove an interminable discussion. For the purpose the traight-frame and end-tipper models can be ignored. The differnce of opinion, apparently, arises over what constitutes a steprame, drop-frame or low-loading semi-trailer. While it is, no doubt, mpossible to define these simply and to everyone's satisfaction, or the purposes of our literature we visualize them as follows:— (a) Step-Frame: A design where the drop in frame level permits . flush rear deck when the trailer is equipped with conventional yres.
(b) Drop-Frame: A design where the drop in frame level iecessitates wheel arches projecting above the rear deck when the railer is equipped with conventional tyres.
(c) Low-Loader: A design where the rear deck is flush over its üll length and wheel and tyre equipment falls into the "lowoading" category.
In these instances the undergear is an integral part of the vehicle as opposed to the less common type of low(or ground . eve!) loading semi-trailer with detachable axle.
While it is appreciated that certain "drop-frame" types could lave a lower rear deck height than some "low-loaders," and that ;ome trailers fitted with low-loading tyres might have wheel arches )rotruding above the deck, the foregoing seem to us the simplest lefinitions for the variations in frame design of the majority of emi-trailers in this class.
Deck (or loading) heights are normally indicated in specificadons and the user is, of course, guided by his particular needs in regard to whether wheel arches are acceptable or not.
If more specific definitions are necessary for any purpose this will not be an easy task but we would certainly suggest elimination of the ambiguous "semi-low-loader" at the outset.
J. C. SWIFT, Sales Promotion, J. Brockhouse and Co., Ltd.
Which way is up?
IOW I endorse the remarks of "Transport Man's Wife" in ComvIERCIAL MOTOR of October 14. Although many years younger Ilan her husband I find the same situation. Where do all the good obs go—and how does one get to hear of them? I should like to mow the answers to these questions.
There seems to be a shortage of vacancies advertised and I find hat employers are seeking either juniors with little experience or he fully experienced man with many years spent in the industry. What about the man-in-between as I am myself with a number of years devoted to road haulage in both administrative and practical capabilities but not having sufficient experience to command the top jobs?
If one is fortunate to be employed by one of the big groups, training facilities and promotional channels to acquire experience are set out leading to the top. But what of anybody else? Either you stick where you are and hope or you move about to,gain experience and come up against the problem of very few jobs advertised.
It took 18 months of constant searching to find my present Position of assistant transport manager but I wonder what the situation will be like in the future if the search for an even better position starts again.
AMBITIOUS AMITA, AMInSITA Seeking supermen
ENDORSING THE views of "Transport Man's Wife" ("In Your Opinion", October 14), I would like to add a few comments.
My husband is equally talented (and beautiful too) but over the "45 hump" and when he decided recently to seek a change of job found the situation extremely difficult. There were advertisements for transport managers, both in the national Press and in your magazine, mainly seeking supermen with experience in all branches of transport but preferably under the age of 30!
Contrary to your correspondent's opinions, it appears that all the good transport jobs are filled by "school leavers" who have taken a course in motor maintenance in their sixth form year or by members of the board who can drive and therefore consider themselves capable of running a transport system and at the same time see the chance of channelling the purchase of tyres and accessories, to say nothing of insurance, in the direction of other companies in which they have an interest. True this does, save the salary of the expert but in the ensuing chaos the unfortunate public, generally the housewife (who can pass the burden no farther), is expected to bear the ever-increasing costs which this lack of true knowledge and experience is causing.
In fact, your correspondent should not have asked "Where do the good transport jobs go?" but "What should the good transport men do when forced by circumstances to change their jobs?"
In conclusion I have one thought which might give many of your readers material for consideration. At one time it was rare to see a commercial vehicle involved in a road accident but nowadays it is an increasingly common sight. Could lack of theyrofessional touch in the form of preventive maintenance be a contributory factor?
ANOTHER TRANSPORT MAN'S WIFE, Kent.
A new standard
ONE SYMPATHIZES with "Transport Man's Wife"—and with Transport Man, for that matter, though I suspect that the dilemma she poses is not confined to transport. It is aggravated in transport because there seems no commonly accepted qualification indicating the right blend of knowledge and experience such as one finds in the professions.
The engineers are a bit better off, with IRTE, but which of the other strings of letters really counts when applying for a transport management job? The three which spring to mind—minstT, MITA and rittnstrit—may or may not indicate knowledge of road transport.
I know transport is becoming less divided into compartments, but it seems we desperately need a road transport body whose qualifying requirements would. be widely acceptable. This on the "requirement" side, plus the effect of the Industrial Training Act on the "supply" side, might eventually bring things into balance—though too late for Transport Man.
ONLOOKER, Sidcup, Kent.
Smoking drivers I WISH to draw your attention to the ever-increasing number of public service vehicle drivers smoking while driving their vehicles.
This is particularly noticeable when driving on the motorways of this country, and if one goes to a function such as a football match at stadiums like Wembley, this is even more noticeable.
Surely, as transport contractors are liable for prosecution if their drivers exceed the statutory number of hours laid down by law, an operator is responsible for ensuring that his drivers do not smoke while on duty.
S. G. RUSHTON, Beechwood Park Road, Solihull, Warwickshire.