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A Realistic Approach to Farm Haulage

29th June 1951, Page 92
29th June 1951
Page 92
Page 93
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Page 92, 29th June 1951 — A Realistic Approach to Farm Haulage
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Which of the following most accurately describes the problem?

by P. G. TUCKER THE farming of 7,000 acres split up between widely scattered holdings, introduces haulage problems which are not presented to the farmer whose land is in the form of a unit. The question as presented to Mr. Rex Paterson, of Hatch Warren, Cliddesden, Basingstoke, Hants, who farms this acreage in areas stretching from Basingstoke to Stockbridge, and from Candover Valley near Alresforcl to the Berkshire Downs, was chiefly concerned with deciding on the best type or types of vehicle to employ, viewed mainly from the points of view of efficiency and overall economy.

. Whether to base the machines on headquarters or to split them up according to the needs of each holding was an administrative point whieh would be controlled largely by the type of vehicle chosen. The solution to his transport problems he has found in the Ferguson tractor and his needs may be gauged from the number he uses which at the present time is 38. He also operates 22 Fordsons, 10 Fordson Majors on rubber tyres and 10 on Roadless Traction half-tracks, and a Nuffield Universal, but these do not enter into the general haulage picture with which this article deals.

A Question of Economics

To run any business successfully the question of economics has to be studied carefully, and if one type of machine can be used to perform a variety of duties then obviously that is the direction in which to steer. Further, if certain work can be carried out by contractors without impairing the overall economy of operation, then there should be no hesitation in employing their services. Mr. Paterson conducts the haulage side of his farming on these two main precepts. As haulage comprises 25 to 33 per cent. of his work, he has given considerable thought to every aspect of the problem as, obviously, the success or failure of the whole undertaking is mainly dependent upon an efficient and economical system of haulage. .

Headquarters are at Hatch Warren farm and in order to show the general scheme adopted, a sketch map-of this farm is reproduced. On it will be noted a number of crosses and each of these represents a silage pit. The distribution of these pits in relation to the surrounding fields is important because it exemplifies the practice adopted at the dairy

farms; that of reducing all haulage distances to a minimum. Contributory to this, Mr. Paterson aims at a maximum degree of decentralization so that, in respect of transport and equipment, each holding is as nearly self-contained as is found practicable.

With the Fergusons, haulage duties are carried out by the use of semi-trailers with the Ferguson tow-bar and hitch, with which it is possible for the driver to couple-up and release without leaving the driving seat. The number of semi-trailers at present in use is 40. It is the hydraulic system of the Ferguson which makes it so readily adaptable to a variety of duties.

Previous to its use in the present system, Mr. Paterson ran a number of Chevrolet four-wheel-drive vehicles, and whilst these gave and still give satisfaction from the haulage angle, this or any other type of truck is limited in its application to the many duties which are always waiting to be done on a farm.

On Mr. Paterson's holdings over 10,000 tons of silage are made each year and all this is ultimately fed to his own cattle, of which he has 2,300 head-1,100 in milk and 1,200 young stock. For collecting and carrying the silage to the pit Paterson buckrakes are attached to the rear of the

7ergusons which, obviously, are driven in reverse when iicking up.

Features or this buckrake, which is made by Taskers of kndover 09321, Ltd., are that its normal load is comparaively small and it is driver-operated. Add these points to he nippiness of the tractor and there are the necessary equirements for fast shuttle service between silage pit and ield.

As previously mentioned, the silage pits are so located n relation to a given number of fields that all hauls are hort, so that when the period arrives for feeding the silage o the cattle, distribution is quick and a minimum number if tractor semi-trailer outfits is called for..

Mr. Paterson also holds the patent rights for a fertilizer listributor, and as fertilizer is used to the extent of about ,000 tons a year, both its haulage and distribution form uher tasks for the semi-trailer outfits. The fertilizer listributor _s a self-contained unit which can quickly be atached to the tail-end of a semi-trailer although a belt)ulley has to be attached to the hub of the near-side wheel o form a drive to the feed arrangements of the distributor. [he fertilizer distributor is also made by Taskers.

For carrying the silage from the pits and for grain taulage the semi-trailer outfits are again used. For grain :arrying the semi-trailer bodies are provided with extended iide and front boards.

In passing, it may be mentioned that on the dairy farms here is a total of 17 bails or milking parlours, and these tre positioned at convenient points on the various arable loldings. In these bails 60 cows can be milked in approxinately 1 hr. 40 mins. Where possible all equipment of his nature is electrically powered, although it is possible to :hange over immediately to petrol-eogined power should he electricity supply fail. I was given to understand that, far, no power cuts had been made.

Mr. Paterson is thorough in everything he undertakes, and evidence of this is found in,„the detailed statistics which he has available relative to every mechanized unit in service. From these records he is able to compute the number of [tours worked by each tractor over any given period, and the number of hours each has been employed on particular work such as ploughing, harrowing, disking, or haulage. Such time records are particularly useful from the servicing angle as the drainage periotl strictly adhered to is 100 hours. No maintenance work of any kind, except greasing, is undertaken by the operator, as it has been found sounder policy to have this done outside.

An interesting point about tyres is that the casings give up long before the treads. This is explained by the fact that when the treads begin to lose their gripping powers, or when conditions are such as to produce the same effect. the wheels spin and the casings become cut and eventually tyres are thri-wa out because of weak walls.

To cope with emergency jobs at night ane tractor on each holding is provided with lighting equipment. In keeping with the general policy of making the holdings self-contained, t.v.o. and petrol-storage installations are available at each. The t.v.o. tanks are elevated, the fuel being fed off by gravity, whilst the petrol tanks, for safety reasons, are placed underground and provided with suitable pumps.

Other vehicles operated are those allocated to the respective foremen, each of whom has his own personal means for transport. FOI this service there are at present in use two Ford Ten pickups, three Ford Eights, a Ford van and an Austin A40 with pickup body. The last mentioned, which is used by Mr. Paterson's assistant, was checked for bore wear at 30,000 miles and this proved to be only .004 in.

Of the Fordson Majors with half-tracks, I was told that these were especially useful when the farm land and roads leading thereto were in particularly bad condition, whilst high praise was given for the Nuffield Universal tractor.

In addition to the vehicles already mentioned, there is a

Ford Thames 5-tonner which is employed for general interfarm haulage. Despite the conditions under which all the machines have to operate, this would not be apparent from their appearance, as they are kept as spick and span 3 they were always run on the roads. On the day of my visit the lanes leading tc some of the fields were just a ma;s of liquid mud, but the Austin A40 went through it without hesitation.

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