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Threedepot Fleet for Livestock Work
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By a Special Correspondent
WHEN Mr. E. W. Watts, of E. W. Watts (Haulage), Ltd., Bassetts Pole Garage, Sutton Goldfield, acquired a Morris C-type 3-tonner in 1934 for the carriage of livestock, he already had a first-hand knowledge of
both farming and transport. Since 1929 he had been transporting milk for local farms to the Birmingham Co-operative dairy in a Vulcan 3-tonner, and previously had had seven years' experience of farm work assisting his father.
Upon delivery of the Morris chassis, he decided to enlarge the scope of his interests by building a slat-sided body of improved design for the vehicle, and this created a precedent. Today all the units of the fleet of 31 vehicles that were new when purchased (which form the majority) are equipped with bodies and containers of Watts design and construction, including a number built of light alloy.
The length of service of the majority of the staff bears witness to their thorough knowledge of livestock haulage and local conditions, and indicates the spirit of co-operation that exists throughout the concern. Many of the staff have been wit Mr. Watts for over 20 years, including Mr. H. Tranter, who was the second man to be employed, and Mr. J. Hemmings, a driver.
Mr. Tranter joined Mr. Watts in 1931
and is now the foreman of a depot in Fillongley. Mr. Hemmings has had the distinction of driving the same Thornycroft 6-tonner for 15 years, covering more than 300,000 miles. During the life of the vehicle, the Gardner 41K power unit had only one complete overhaul.
• A direct link with the practical aspects of farming has been perpetuated by Mr. Watts' elder son, Mr. E. J. Watts, who actively supervises the agricultural contractors' business operated in conjunction with the haulage company, and the 350 acres farmed by a subsidiary company.
Five vehicles are based at the Fillongley depot and six at a sq.c9nd depot in Southam, the remaining 20 being operated from Bassetts Pole. All structural work, repairs and overhauls are performed at the main depot by seven mechanics, including bodybuilders, and a foreman. The office staff also numbers seven.
Although the markets that are visited regularly and the farms from which collections are made lie within a radius of about 100 miles, the vehicles average over 500 miles a week and cost accounting is complicated by the variety of livestock carried and the large number of visits and deliveries. The system that was evolved is based on the advice given by S.T.R. in articles published in The Commercial Motor.
The main markets include Stratfordupon-Avon, Nuneaton, Warwick, Banbury, Lichfield, Uttoxeter, Northampton and Atherstone. Of the total, number of vehicles, 25 are employed on livestock haulage, and the larger • markets are normally visited by 10 or more vehicles on the same day. An office van, mounted on a Standard 10-cwt. chassis, is used by the second member of the staff at Southam for clerical work at the markets, where he also assists the foreman with loading. In addition to the foremen at the two
subsidiary depots, two are based at the head office.
Of the remaining six vehicles in the fleet, four are.used for milk deliveries and two for long-distance work, including the transport of livestock on the longer runs. The dispersal of the vehicles at three depots is of great benefit with regard , to the efficient operation of the fleet and in reducing waste mileage.
A job card is prepared by the foreman for every market run arranged for the following day, which is collected by the driver before he starts on the journey and further job cards are issued at the markets for farm or slaughterhouse deliveries. The cards are stapled together, and at the end of the day, after refuelling and so on, they are clipped to a summary card in the foreman's office on which are entered details of the fuel and oil used, mileage covered, out-of-hand payments to market employees and telephone costs.
When the summary cards have been passed on to the head office, the work done is checked against the market lists and the mileages against the distances
shown in the Parish Market Register, which provides accurate information on the market-to-farm mileage of all parishes in the areas visited. The preparation of this register represented a major clerical job and its cost amounted to many hundreds of pounds, but the expenditure is regarded as money well spent.
The rates schedule is based on the mileage group applicable to the particular delivery run and upon the number and type of animals carried, for which a list of equivalents is provided. For example, one beast is equivalent to eight sheep and to five pork pigs, other categories including bulls, boars, sows, baconers, porkers,weaner pigs and calves. The number in each group is shown on the invoice, which also indicates the picking-up point and the destination.
-Late in 1952, the first cattle container constructed of light alloy was completed in the workshops, which followed the successful use of aluminium for crossbearers and fittings in conjunction with wood members in the building of composite bodies—a type of construction that was first employed to reduce the unladen weight to below three tons.
The value of light alloy in the build, ing of the containers represents many 'advantages as well as weight saving. The non-absorbent property of the metal reduces the physical effort for thorough cleaning to about a quarter of that required for a wooden body, and its resistance to corrosion increases useful life. The lightness of the tailboard, deck-boards, and partitions eases the work of the driver, who arranges all divisions of the body according to the variety and type of livestock. This work must he done without assistance at the markets.
In a typical case, the lower deck is divided into three partitions for carrying two cows in one compartment, whilst three sows and a boar are carried in the other two divisions. The upper deck is partitioned to carry six sheep at the front and 10 weaner pigs at the rear. Return loads are not, of course, known before reaching market.
Although reducing the weight of the containers does not affect the rated unladen weight of the vehicles, weight saving is important because capacity loads are frequently carried. There is also a benefit in reducing fuel consumption. In the case of an Albion Chieftain, powered by a Perkins P.6 oil engine, with a 10-beast container having a length of 16 ft. 6 in., the saving is 12 cwt., to which can be added a further reduction oC 3 cwt. derived from the use of a light-alloy platform body.
The unladen weight of four MorrisCommercial and 'Austin 5-6-ton dropsided lorries has been reduced to below 3 tons by using light alloy for the construction of the 18-ft. bodies. A feature of the platform body is a floor covering of extruded corrugated planking,. which is • relatively light but provides more than adequate strength. The floor of the container is stiffened by top-hat section members located transversely, which provide a good foothold for the animals. Space is provided between the floor and the sides to allow the litter and washing fluid freely to escape when the container is washed out.
Corrugated planks are employed for the sides to provide a robust structure that is resistant to damage by the animals. The planks are arranged horizontally and are riveted to top-bat section pillars. Hinged ventilating flaps are fitted at the sides near the roof.
The rear full-height door is springloaded and acts as the loading ramp, transverse battens of top-hat section being fitted to prevent slippage. The side gates of the ramp represent the only timber members of the body, wood being regarded as the most suitable material on account of the ease with which it can be cut through with a saw in the event of an animal's leg being trapped in the framework, Three of the five light-alloy containers are of the triple-deck type, provision being made under the roof to store the sections of the second floor, which can be used for carrying smaller animals
A B.M.C. 7-tonner driven by Mr. J. Hemmings, who has been with the Watts' concern for over 20 years. The vehicle is leaving on a milk
round.
such as pigs and sheep. A detachable second ramp of aluminium is carried under the roof, which is employed as an extension of the main ramp for loading animals on the upper floor. Vertical partitions can be used either to divide a deck or to close in a half-deck, when the latter has been formed by removing part of the upper flooring.
The 25 wood containers include one 15-beast unit with a length of 24 ft. 6 in„ and one of 22 ft. for 12 beasts. All will be replaced by Watts-built light-alloy bodies in due course.
The majority of the fleet comprises 6-tonners, of which there are 20, including 10 Thornycroft Sturdy lorries, four B.M.C.s, three Leyland Comet 75s and three Albion Chieftains. In the 5-ton category, in addition to the Morris-Commercials and Austins, there are two Bedfords and two Albions. The heavier vehicles in the fleet include three Foden 8-tonners and a 12-tonner of the same make.
All the vehicles are powered by oil engines, the Bedfords being fitted with Perkins P.6 units. Two of the Albion 5-tonners and one of the Thornycroft 6-tonners are equipped with the Gardner 4LK engine.
Records are made of fuel and oil consumption daily, and yearly records are prepared together with the total mileages, following the completion of the financial year on March 31. On cattle haulage the consumption rates of the lighter vehicles vary between 16 m.p.g. and 18 m.p.g.
On milk service, a Thornycroft 6-thnner averages about 16 m.p.g. and the same consumption is obtained from "an Albion Chieftain on long-distance work. The Foden 12-tonncr averages 11 m.p.g. on livestock haulage carrying the large I5-beast container.
The cattle trucks cover about 30,000 miles a year and the milk vehicle about 20,000. In both cases much of the running is on farm roads.
The vehicles are docked for maintenance on a time basis according to instructions issued on five maintenance cards, which give details of the work required at intervals of five-six weeks up to 260 weeks, the mileages at which the vehicles are withdrawn from service averaging about 3,000, 12,000, 24,000, 72,000 and 120,000.
A time basis for the maintenance schedule is considered by Mr. Watts to be preferable to a mileage basis because the vehicles which cover a lesser mileage stop and start more frequently and have relatively long cooling-off periods. This increases the wear and tear of the power unit for a given mileage, probably, it is considered, because of the cold sludge which is formed when the engine is operating below the normal temperature.
The effect of cold running has been shown by comparisons between vehicles on milk transport and similar types on cattle haulage, the engines of the former being prone to ring-sticking and scuffing which often develop at a relatively small mileage. Oil changing at reduced mileage intervals (on the time basis) helps to reduce this source of trouble.
At six-weekly intervals, the oil is changed and all mechanical components are checked for wear and damage. After 26 weeks, the main operations include removal of the lubricating oil of the transmission units and replacement of the fuel-filter elements, in addition to routine inspections and servicing.
At the completion of 52 weeks, a detailed examination of the chassis parts is made to ascertain the amount of wear, and if necessary the components are adjusted or renewed. New piston rings arc normally fitted after 156 weeks,and other replacements include the hydraulic cylinder rubbers.
Both the mechanical units and the bodywork are given a complete overhaul after 260 weeks, when the smaller engines are replaced by factory reconditioned units and the larger engines are stripped in the workshops, where there are facilities for every type of repair apart from crankshaft grinding and cylinder honing. The drivers are responsible for greasing their vehicles every two weeks and topping up the battery.
After experimenting with many different grades and types of lubricant, the engines of the fleet are now run on Shell RoteIla. S.A.E. 20 oil in both summer and winter, which is delivered and stored in bulk, the storage tank having a capacity of 2,500 gal, The oil is drawn from the storage tank by a submerged electrically driven pump and delivered to a Tecalemeter unit near the head of the garage pit, which is used for replenishing all the vehicles.
Time and Wastage Saved
Time is saved by this method and it eliminates waste and promoteg cleanliness. Shell Donax upper-cylinder lubricant is used regularly, and is considered beneficial with regard to reducing carbon formation.
Some of the larger engines operate up to 100,000 miles before new piston rings are required, and if oil consumption is excessive at 72,000 miles, new top rings usually cure the trouble. In preference to removing the ridge at the top of the cylinders, the upper edge of the top ring is chamfered.
All the vehicles are fitted with Avon tyres, which are claimed to provide a mileage life well in excess of the' average and to suffer fewer failures. Makers' retreads are employed, the life of which is about 60 per cent, of the new covers.
In praise of post-war vehicle design, Mr. Watts considers that oil control in the engine cylinders has been improved and that the greater flexibility of the power units, combined with more suitable gearbox ratios, better brakes and improved steering, have enhanced control and performance. He criticizes the use of 12-volt electrical systems, which he finds inadequate for starting in cold weather, and the quality of some of the ancillary equipment such • as silencers and spare-wheel carriers.
Six-month Peak
The months from July to December are the busiest of the year and most of the bodybuilding and painting work is,' therefore, carried out in the spring and summer. The drivers are awarded an accident-free bonus of 2s. 6d. a week, with a penalty of eight weeks in the event of being responsible for an accident. As far as possible a driver remains in charge of the same vehicle throughout its life.
The contractors' equipment includes five Nuffield tractors, four of which are powered by Perkins P.4 oil engines and the fifth with the B.M.C. fourcylindered unit. The tractors are hired to farmers with drivers who are all experienced men, Other equipment includes a combine harvester and a pick-up baler.
r.16
Easier Convictions for Smoky Exhausts?
EXHAUST fumes would be more closely controlled by proposed amendments to the Construction and Use Regulations announced last week by the Minister of Transport. Other proposals concern safety glass, driving mirrors, flashing indicators, stop lamps and television sets. The Minister invites representative organizations to send him their comments by August 1.
It is not easy under the present regulations to obtain a conviction for the emission of smoky exhaust gas, as it is sufficient defence to show that reasonable care has been taken to avoid smoke and that it has caused no damage. The new proposals would make it illegal to use a vehicle from which any smoke, visible vapour, grit, sparks, ashes, cinders or oily substances were emitted if this caused, or was likely to cause, damage to any property or injury to any person.
Under the new proposals, safety glass would be required in all outside windows of public service vehicles and utility vehicles, and in the side windows of drivers' cabs on goods vehicles. These provisions would apply to vehicles first registered on or after January 1, 1959, but would not be redospective to existing vehicles. At present only windscreens and forwardfacing windows, other than those on the upper deck of a bus, are obliged to be of safety glass, though many vehicles do have safety glass all round.
A second driving mirror is proposed to be compulsory on all public service vehicles and goods vehicles. One mirror would have to be external on the off side, and the other either internal, or external on the near side. It is proposed that all flashing indicators on vehicles first registered after the end of 1958 must be amber, and separate from other lights. The fitting of repeater indicators on the sides of vehicles with flashing indicators would be legalized. Repeaters would not be restricted as to number or size, but would have to be operated by the same switch which worked the main indicators.
Where a duplicate stop lamp is fitted to the near side of an existing vehicle it would be legal to operate this by itself if the stop lamps and direction indicators were combined, and the offside lamp were not effective as a stop light when in operation as a direction indicator.
Restriction on Television The installation or use of a television set in a motor vehicle would be prohibited if the screen were wholly or partly, either directly or by a mirror, visible from the driving seat No controls would be allowed to be within reach of the driver, except a main switch and a sound-volume control. No set would be permitted to be installed in any position where it might cause distraction to other drivers.
Other proposed amendments to the law include a requirement that stop lamps must show a red light, and not amber; a new definition of pneumatic tyres to include tubeless tyres; permission for a broken-down vehicle with defective springs to be towed; the 'prohibition of pennants or labels which obscure a windscreen, and minor amendments concerning the testing of brakes and inspection of tyres.