Franglais:
Buzzer:
One for Jimski who drove this for Pat Duffy RIP courtesy of Bubbleman seen here in his livery and in its original life, BuzzerHappy days!
A little strip of black insulating tape across TIR or Haz plates, and everything’s fine.
Bit of a farce that black tape on the Hazchem plate as you can see it was designed to fold in half when not in use but chaps used the tape on TIR plates in the same way Buzzer.
Spardo:
HRS:
Buzzer:
HRS:
Who remembers Musselwhite’s Body builder up Budds lane just past the old rail bridge, ( you had to go under it to get into the estate)
Ray ran it and later his son, gone now I believe.
They had big marks on the factory main door so they could see if the body was to high to leave the estate.
Remember one day we had to drag an F86 through behind the old Militant with the drums on Pallets, not so many police about then, Jeff was the son. Happy days. HarveyHi Harvey I had a set of twist locks put in an AEC Marshal by Musselwhites back in the day a very long time ago, JD
Hi John, twist locks eh !!! Cory transport used chains. Do you remember the container depot by Whites transporters. Big crane to lift and stack.
Mudslides seldom built large bodies due to that bridge. Amazing how things come back. Harvey
I seem to remember that Soton dockers used to refuse to tip containers without twist locks, at one time. Was it true?
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In Nov 1972,a large number of So’ton drivers “withdrew their labour” when a local haulier dismissed a driver who refused to drive a vehicle carrying a container secured by load binding chains. He was later reinstated after the intervention of the newly formed Dock Liason Committee -which comprised of representatives from TGWU( 2/49 branch + Dockers).BTDB,So’ton Port Employers Federation & the local area RHA.
As a consequence,local hauliers agreed to only use twistlock equipment on containerwork-with the exception of step frame & low loader trlrs. Most operators were already doing this as both the rental companies & shipping lines had suitable equipment available.
Further,the dockers agreed that vehicles from outside the area using non twistlock equipment would be accepted once & warned that the vehicle would not be handled again if twistlocks weren’ used.
At that time,many loading or delivery places could only accept rigids & very few opertors had rigids with twistlocks- some may remember a local operator of somewhat elderly Leyland Comets with distinctive hand painted cabs & 18ft bodies regularly carrying 20ft boxes !
A Code of Practice had been in discussion for a long time & had just been introduced. It recommended the use of twistlocks but it stopped short of insisting on it so it was still acceptable ( & legal) to secure a container by other suitable means.
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The issue has to be taken in context-it was at a time when locally a tremendous change was taking place not only within the port (container services & volumes were growing exponentially) but within the haulage industry-locally drivers were beginning to unite in demanding better wages etc. Nationally, the Jones Aldington report recommended that dockers had the right to work outside the port areas on “dock work” & in London dockers were demanding the right to work at various inland ports ie Chobham Farm ICD
robthedog:
HRS:
Thinking about it Harvey they must have only built low body’s as the bridge in Budde Lane is only 13’ much lower than greatbridge Rd
Hi Mate, Back about 1975 the bridge was a little higher but over the years although they scalped off some road it arrived at 13 feet.
Most of their work was small stuff, from rental vans to 7.5 boxes but did a few Scaffolding 16 tonners and that sort of thing.
I used Bookers in Netherhampton or Robin Hood out West end way for the bigger bodies. Harvey
The issue has to be taken in context-it was at a time when locally a tremendous change was taking place not only within the port (container services & volumes were growing exponentially) but within the haulage industry-locally drivers were beginning to unite in demanding better wages etc. Nationally, the Jones Aldington report recommended that dockers had the right to work outside the port areas on “dock work” & in London dockers were demanding the right to work at various inland ports ie Chobham Farm ICD
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I remember when Dockers insisted on loading and unloading any container within 5 miles (I think) of a tidal river, you will put me right on this I am sure. I do know that Nursling Industrial estate almost came to a stop in its development due to the scare. Meacher’s Transport eventually moved there along with me in their KL division. Harvey
HRS:
The issue has to be taken in context-it was at a time when locally a tremendous change was taking place not only within the port (container services & volumes were growing exponentially) but within the haulage industry-locally drivers were beginning to unite in demanding better wages etc. Nationally, the Jones Aldington report recommended that dockers had the right to work outside the port areas on “dock work” & in London dockers were demanding the right to work at various inland ports ie Chobham Farm ICD
I remember when Dockers insisted on loading and unloading any container within 5 miles (I think) of a tidal river, you will put me right on this I am sure. I do know that Nursling Industrial estate almost came to a stop in its development due to the scare. Meacher’s Transport eventually moved there along with me in their KL division. Harvey
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I am sure many remember the days of dockers controlling the livelihood of many hauliers and their employees throughout the country, with constant demands and strikes.
This was the very reason myself and Frank Allen of PBC European proposed a RoRo ferry service to the Poole Harbour commissioners, as Poole was free of dock labour.
The result being Truckline Ferry with Poole Antelope.
Stroker 156 DOT:
HRS:
The issue has to be taken in context-it was at a time when locally a tremendous change was taking place not only within the port (container services & volumes were growing exponentially) but within the haulage industry-locally drivers were beginning to unite in demanding better wages etc. Nationally, the Jones Aldington report recommended that dockers had the right to work outside the port areas on “dock work” & in London dockers were demanding the right to work at various inland ports ie Chobham Farm ICDI remember when Dockers insisted on loading and unloading any container within 5 miles (I think) of a tidal river, you will put me right on this I am sure. I do know that Nursling Industrial estate almost came to a stop in its development due to the scare. Meacher’s Transport eventually moved there along with me in their KL division. Harvey
I am sure many remember the days of dockers controlling the livelihood of many hauliers and their employees throughout the country, with constant demands and strikes.
This was the very reason myself and Frank Allen of PBC European proposed a RoRo ferry service to the Poole Harbour commissioners, as Poole was free of dock labour.
The result being Truckline Ferry with Poole Antelope.
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One for you stroker, cheers buzzer
Buzzer, That was probably Ray Marden bringing the Mandator into Poole on the maiden trip of the Poole Antelope.
Stroker.
Stroker 156 DOT:
Buzzer, That was probably Ray Marden bringing the Mandator into Poole on the maiden trip of the Poole Antelope.
Stroker.
Drove for Frank Allen early 70’s had a Mandator GOW 78L here is another one of his disembarking, the tilt in the picture looks relatively new but some tilts were
less desirable than that one, they got knackered by the salt of the sheepskins which was a common load for PBC essential kit was a crowbar and a lump hammer
for when you had to strip them out, Buzzer
HRS:
The issue has to be taken in context-it was at a time when locally a tremendous change was taking place not only within the port (container services & volumes were growing exponentially) but within the haulage industry-locally drivers were beginning to unite in demanding better wages etc. Nationally, the Jones Aldington report recommended that dockers had the right to work outside the port areas on “dock work” & in London dockers were demanding the right to work at various inland ports ie Chobham Farm ICD
I remember when Dockers insisted on loading and unloading any container within 5 miles (I think) of a tidal river, you will put me right on this I am sure. I do know that Nursling Industrial estate almost came to a stop in its development due to the scare. Meacher’s Transport eventually moved there along with me in their KL division. Harvey
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The many technological changes which had taken place in the late 60’s-RoRo services for example-reduced the traditional docker’s role & by 1971,the advent of containerisation (201 Berth) led to arguments between drivers & dockers as to who should handle stuffing & stripping.The removal of this work from within the port to the customer or haulier’s premises was perceived by the registered docker as an attack on his livelihood.
This argument quickly spread from Southampton to Liverpool, Hull & London. The dockers demanding control of all ports (& wharves) outside the Dock Labour Scheme & a guarantee of all groupage & containerwork being reserved for registered dock workers. Some of the blackings & picketings of various hauliers, wharves, ICDs, etc was declared illegal following court action.This failed to stop it & as a result
of continued picketing,blacking & intimidation ,5 leading London dockers were sent to prison.This resulted in a national dock strike which was supported by workers from many other industries.
Locally.the irony was that both So’ton dockers & drivers were often well known to each other & all were card carrying members of the same union who’s office was in London Road.
Buzzer:
Stroker 156 DOT:
Buzzer, That was probably Ray Marden bringing the Mandator into Poole on the maiden trip of the Poole Antelope.
Stroker.Drove for Frank Allen early 70’s had a Mandator GOW 78L here is another one of his disembarking, the tilt in the picture looks relatively new but some tilts were
less desirable than that one, they got knackered by the salt of the sheepskins which was a common load for PBC essential kit was a crowbar and a lump hammer
for when you had to strip them out, Buzzer
Buzzer, your pic is from maiden voyage into Poole, its quite possibly fairly new and probably one of our own manufacture as I obtained 12mtr profiled mainframes together with crossmembers from Birmingham area, and 10ton axles from Huntons axles, tilts from Mudfords and all welded up and completed by Eddy & Leonard Southwell on fixed price.
May I add that it probably was difficult stripping out as the only lump hammer was in the custody of Pat Scorey along with various other artillery.
Stroker
Stroker 156 DOT:
Buzzer:
Stroker 156 DOT:
Buzzer, That was probably Ray Marden bringing the Mandator into Poole on the maiden trip of the Poole Antelope.
Stroker.Drove for Frank Allen early 70’s had a Mandator GOW 78L here is another one of his disembarking, the tilt in the picture looks relatively new but some tilts were
less desirable than that one, they got knackered by the salt of the sheepskins which was a common load for PBC essential kit was a crowbar and a lump hammer
for when you had to strip them out, BuzzerBuzzer, your pic is from maiden voyage into Poole, its quite possibly fairly new and probably one of our own manufacture as I obtained 12mtr profiled mainframes together with crossmembers from Birmingham area, and 10ton axles from Huntons axles, tilts from Mudfords and all welded up and completed by Eddy & Leonard Southwell on fixed price.
May I add that it probably was difficult stripping out as the only lump hammer was in the custody of Pat Scorey along with various other artillery.
Stroker
Scorey P as he was known was the one who told me that’s what I needed as essential equipment, saw him a little while ago at Tony Mapson’s funeral RIP. My inaugural trip to Amiens loaded with ISR synthetic rubber was with him and Jim Baily and they got me ■■■■■■ on coffee calvados but it made sleeping on a board across the engine of a Mandator a little easier, oh the memories Buzzer.
States Marine Lines operated a conventional cargo service from US East coast ports to So’ton.The main cargoes were for the US military.In late 1964 they started carrying the occasional ICS flexi van container as deck cargo. They had to be discharged first in order to access the hatches & dockers were not renowned for their patience if you weren’t alongside in good time .Discharge was via ship’s derrick direct to quayside vehicle
The ICS Flexivans which SML operated were designed to be used on the US Rail system & were unusual by todays standards as they had retractable king pins,foldaway cantilever legs & a castellated strip each side at the rear in order to receive lockable pins from either a single(for a 20ft) ) or tandem (for a 40ft) bogie
Container volumes began to increase during 1965,but within the UK,permitted overall lengths meant that trls were limited to 33ft (10M)
SML shipped 7 sets of bogies to Victory Transport who,along with Bakers Tpt, carried the majority of the containers
In 1964.the ISO container dimensions were ratified-40’/30’/20’/10’-(though in the UK,Freightliner adopted a 27ft swap body to comply with the then current C& U regs regarding overall vehicle length.)
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A large US adding machine manufacturer shipped large quantities from it’s plant in Dumbarton to the US via the SML service from So’ton which meant each day running an empty from So’ton to Dumbarton & collecting a loaded cont for return to So’ton. Happy days for those drivers with “creative” log books !!
As usual very informative transport history in Southampton RC thankyou, cheers Buzzer
With the growth of container movements from Europe (via Swedish Lloyd,Normandy Ferries,Thoresen etc) & North America (via States Marine & United States Line),the port had the vision in 1967 to develop a common user container berth & in Oct 1968 a CMB (Belgium Lines) vessel loaded containers for New Yorkt from the new 111 berth. Belgium Lines,Bristol City Line & Clarke Traffic Services Montreal formed DART Containerline & when Dart America & Dart Europe entered service in Dec 1970 (followed by Dart Atlantic in early1971) they were at that time,the world’s largest container ships
Also in Dec 1969 Seatrain made Southampton their UK port with feeder services linking Le Havre,Grangemouth,Liverpool with So’ton
Pictures that bring back memories, in 68/69 I lost my car licence for six months and got a job with Kier construction building 204/5 berths. Living out in the sticks I used to catch the first bus in in the morning and started work about 7am and did this 7 days a week and saved all the money up and bought a better car, Mary Hopkins moments right there, Buzzer
Buzzer:
Pictures that bring back memories, in 68/69 I lost my car licence for six months and got a job with Kier construction building 204/5 berths. Living out in the sticks I used to catch the first bus in in the morning and started work about 7am and did this 7 days a week and saved all the money up and bought a better car, Mary Hopkins moments right there, Buzzer
Sounds like you weren’t the only one, Buzzer, as struggling young newbie hauliers I didn’t have a car but used the company ■■■■■■ van to get about. My wife and I were invited to dinner with an old mate and his wife just up the M1 in Chesterfield, but my brother had an early start with the ■■■■■■ the next morning so I borrowed his old Ford Prefect to get there.
On the way home around 10pm the car had a puncture. There was a spare in the boot but no jack so we hitched a lift back home and I got the ■■■■■■ and, with a jack and brother went back to the car. It was being guarded by the old bill who were pleased to inform me that it had 4 bald tyres. 
4 tyres, 4 offences, 12 points, 12 month ban, no licence. Reduced on appeal to 4 months but by that time I had already served the ban and spent the time more usefully in the office. 
If the TGWU lawyer had done his homework it would have been no ban because a little known law, to him, stated that if I genuinely was unaware of the offence (car was collected at short notice on a rainy night when already booted and suited so unreasonable to kneel down and check all the tyres) then only a fine was justified. 
But then with me not full time in the office the business wouldn’t have grown as it did. 
roolechat:
With the growth of container movements from Europe (via Swedish Lloyd,Normandy Ferries,Thoresen etc) & North America (via States Marine & United States Line),the port had the vision in 1967 to develop a common user container berth & in Oct 1968 a CMB (Belgium Lines) vessel loaded containers for New Yorkt from the new 111 berth. Belgium Lines,Bristol City Line & Clarke Traffic Services Montreal formed DART Containerline & when Dart America & Dart Europe entered service in Dec 1970 (followed by Dart Atlantic in early1971) they were at that time,the world’s largest container shipsA consortium of 6 leading European shipping lines formed Atlantic Container Line (ACL) offering both a cellular & Ro/Ro service across the Atlantic. A special linkspan was built at 110 berth (later known as 201 linkspan) for the ACL service which commenced in Dec 1969
Also in Dec 1969 Seatrain made Southampton their UK port with feeder services linking Le Havre,Grangemouth,Liverpool with So’ton
