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6th June 1987, Page 42
6th June 1987
Page 42
Page 42, 6th June 1987 — DEAR
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Which of the following most accurately describes the problem?

SIR

HOURS OF PROTEST • I have been driving trucks for 34 years, and all I've known throughout my working life is long hours. I was a lodger in my own house. Over the years we had four children. On the occasions when I did go home, it would upset me when my own children wouldn't sit on my lap: they didn't know me.

All my children are now married, and I have five grandchildren. The other day I said to my wife: "The grandchildren haven't been to see me lately." "They have, but you weren't here," she replied. I think to myself things will get better, but what an they do? They tell us we can drive for nine or 10 hours a day, then we can work for as long as we like providing we take nine or 11 hours off duty before we start work again!

In the old days we did a 14-hour spreadover — that was bad enough! Some of us drove coaches over the weekend to make our money up, but at least we had a couple of hours break.

Now they tell us we can have 45 minutes break after 41/2 hours driving, or we can have three 15 minutes breaks within the 41/2 hours. So when you get to your drop, you wait in the queue for the . weighbridge (that's one break), then you have to wait while they start the forklift truck (that's another break), then you stop and ask directions for your other drop (that's the other one). You don't need to stop for a cup of tea or anything to eat: you can run back to your depot where your boss will he waiting with open arms. Do we have a choice? With so many on the dole, we all know what the choice is!

When I do get home, I have a wash and get changed, have my tea, sit in my chair to watch the TV, then promptly fall asleep. The next thing for you, myself and a whole lot of others will be falling asleep at the wheel.

A lot of the younger drivers will shout me down on this subject, but remember I was young once, and we didn't have motorways then. A lot of owner drivers will do the same, not because they want to but because of the low rates they have to accept. They're cutting each other's throats.

There are 17 motions being put forward against the new drivers hours at the TGWU conference. I would gladly carry the banner for any protest march against the new drivers' hours legislation. George Pearson

Chairman West Midland Truckers Club pa: I am writing this after doing a 14-hour day with 6% hours driving, parked up for the night, at the Windrush cafe on the A40, in my sleeper cab.

KING FOR NUMMI • I refer to your review of demounts and tail lifts entitled "Load lifting", published in Commercial Motor, 23 May 1987, in which you review the range of Nummi tail lifts.

While the facts relating to the Finnish origins and name of this product are correct, the name Numrni has not been used in the marketing of this tail lift since 1981, and the tail lifts are in fact marketed under the banner of Multilift Kinglift hydraulic tail lifts.

Although better-known for its range of ground-level demountable body equipment, Multilift has successfully integrated the marketing of the tail lift into its operation, the manufacturing plant for these units being a part of the Multilift group of companies.

There are one or two other errors in the reporting of our products, but one I would particularly like to make a point of is the information relating to the KLTA.1500 tuckaway tail This tail lift's normal transport position is tucked away under the rear of the vehicle, and it is not retracted against the underside of the chassis when dock or forklift loading is required, because the tail lift is already stored in that position. This tail lift gives completely unrestricted access to the rear of the vehicle and is only extended from its transport position when it is required to work.

Your writer may also be interested to know that the platform option taken up by all operators has been the halfsteel/half-aluminium folding platform that saves 40kg on installed weight and also makes folding the platform an easier operation for the driver. The price of the unit is obviously increased, but in these weightconscious days it is considered worth it.

Derek Vaughan

Technical sales manager, Kinglift products Multilift Shrewsbury SEND IT IN A BOX • I have been following with interest the articles regarding permit problems and their effect on British-based hauliers.

Bell Lines works very closely with the UK haulage industry, and I sympathise with its problems, caused by what is undoubtedly unfair treatment.

Your readers, however, should also be made aware that shippers and importers need not be adversely affected by problems facing hauliers. My own company successfully operates container services between the UK, Ireland and most Continental countries, and we are not in any way affected by permit problems.

In the absence of sufficient permits, the international haulier does have the option of operating within the domestic market, and I am sure he does so — and hopefully makes an acceptable return.

While it may be irksome, permits, or the lack of them, do not necessarily affect the through-movement of the country's imports and exports. J J Foley

General manager UK Bell Lines London SW7 MINI PRICES FOR MAXI PARTS • I would like to draw your attention to an error in printing some of the parts prices in your roadtest of the Fiat Ducat° Maxi (Commercial Motor, 16 May 1987). It would appear that a technical malfunction in the facsimile machine increased the prices of the first three parts mentioned — windscreen, brake pads and lining — by £100 each.

The prices should read: Windscreen, laminated £91.49 Brake linings: front pads R.33.60 Rear shoes 234.28 With thanks for your assistance.

Huguette Boyagais Press officer

Fiat Auto (UK) Uxbridge


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