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Sheep Safe on Three Decks

8th May 1959, Page 63
8th May 1959
Page 63
Page 63, 8th May 1959 — Sheep Safe on Three Decks
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Which of the following most accurately describes the problem?

Keywords : Trucks

WILE! great interest I refer to an article on livestock" carrying vehicles fitted with three decks, written by a special correspondent and published in your issue dated April 24. May I be permitted to comment on some of the statements?

(1) No operator. in the West Midlands has received any information or proposals from the Ministry of Agriculture and Fisheries that any amendment to the existing orders are likely.

(2) Sheep are a bulky load and do not make a full-weight load on a maximum-length platform on any vehicle of a greater carrying capacity than a twin-steered type.

(3) collapsible sides and ends are normally used on " three-deckers " because of trees in country lanes and low bridges. These collapsible sides and ends do give adequate protection to sheep from wind, other protection against inclement weather is carried on the vehicle.

(4) No record has been received of sheep jumping off the top deck of any three-deck vehicle operated by a bona fide livestock carrier.

(5) No case of suffering to sheep carried on a third deck has been proved.

(6) The Royal Society for the Prevention of Cruelty to Animals did agree at a meeting at their head office that carrying sheep on a third deck properly constructed was perfectly safe and legal.

Sutton CoIdfield. E. W. WATTS, Director, E. W. Watts (Haulage), Ltd.

Give the Good Fitter His Due .

REPLYING to the letter from " Underdog " in your issue

dated April 17, it seems that some managements could give greater consideration to the problems of the maintenance fitter and get to understand his point of view. This would be advantageous to both sides, and woald help to settle the position of the workshop staff and give status to those outside the shop.

Surely, it should be agreed by management and workmen alike that the fitter who has served an apprenticeship and attended a technical school, and perhaps evening classes. to give him adequate theoretical knowledge and the ability to transform this into practical skill, should receive proper recognition. His skill seems to be appreciated in emergencies, but not fully recognized when he carries out inspections or daily routine duties in the effort to ensure that mechanical failures do not occur.

Even the fitter who is not quite so technical and whose standards may not rank s.o high, usually has the "know how to save considerable sums of money and avoid the necessity of carrying out lengthy major repairs by providing an early diagnosis of defects, which are then in the minorrepair category. This should make the good fitter acceptable as a key man who alone is responsible for keeping vehicles on the road, rather than believe this to be mostly due to the work of the operational staff or drivers.

.Paddington, Warrington. " FAiRPLAY."

I WOULD like to endorse the remarks made by Under dog." Having worked my way through the ranks from apprentice to workshop foreman, I have seen a great change since the days when maintenance staffs were the " blue-eyed boys," to those when they have become " everyone's slaves." Now they often have to "carry the can," even in cases involving gross negligence on the part of drivers.

This lowering of the status of maintenance staffs is not so pronounced when they are under a road transport engineer, who will invariably back up his own men. It is where a transport manager has been put in charge of both operating and maintenance personnel that the drivers are favoured, and workshop staff put into the background.

Leeds. "ANOTHER UNDERDOG."

Modern Tyres are Much Improved

WITH regard to the letter from J. L. G. Brewster, in your issue dated April 17, this is published under the heading, "Are Modern Tyres So Much Better?" And to this I would reply, "Yes." The tyres of today will carry that extra 25 per cent. of load, and it is nothing unusual now to see big four-wheelers carrying 10-12 tons on 900 x 20 tyres, and even the comparative lightweights, with loads of 9-10 tons on 825 x 20 tyres, doing long-distance work.

About the year 1930 an operator would be very lucky with his big four-wheeler if he could get away with more than 7-8 tons on long-journey work without at least one blow-out per week, particularly in hot weather, using 36 x 8 tyres. I know that this was the case because I was using them. Between 1930 and 1935 I have known new tyres burst at 100 miles. One seldom sees (or should I say hears?) that today.

The modern tyre gives good service in return for good maintenance, it runs cooler and lasts much longer than that of 1930. I agree that the markings are much the same, but who takes any notice of that today?

As regards another letter, "Is the Good Fitter Appreciated?" I would say: tell " Underdog " to leave Devon— the pay is better in the Midlands.

Overseal, Nr. Burton-on-Trent. F. KIRK, Messrs. G. I. K. Transport.

• Observations on Those Small Buses

WITH regard to 12-seat p.s.vs., I observed in your issue " dated April 3 an illuStration and brief description of .a new model based on the Thames l5.-cwt. van and made by Kenex Coachwork, Ltd. This was stated to be the lowest-priced vehicle of its type.

Whilst being cheaper than another model produced by Martin Walter and based on the Bedford 15-cwt, van, the Kenex still costs considerably more than the B.M.C. factory conversion of the Morris Minibus and Austin Omnicoach. which have been in production since August, 1958. The latter vehicles include all modifications to p.s.v. requirements and such items as heater and demister, first-aid box and fire-extinguisher, whilst they have four-speed gearboxes, an additional 12 in. interior length for the passenger compartment rearwards of the bulkhead, and positioning of the entrance-exit door on the near side instead of at the rear: the large single rear door being used only as an emergency exit.

Admittedly, this arrangement reduces the seating capacity to five persons on the near side, compared with six on the other, whilst the Thames provides longitudinal seats of equal length on each side, to take a total of 12. Incidentally. however, it is beyond my comprehension to understand how 12 adults of average size can be seated in this way on bench seats each having a length of no more than 7 ft. 6 in.

Winchester, Hants. B. D. BROOKS.


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