OPINIONS and
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UERIES
THE REPAIR OF SYNTHETIC INNER . TUBES
I-1 A WORD of advice is due to motorists and bus and
lorry drivers about the flew inner tubes of synthetic rubber. Existing tubes are gradually being replaced by the synthetic variety, identifiable by a red stripe or by a red spot near the valve.
In all cases it is important that synthetic tubes with cuts and punctures should be vulcanized. In an emergency, however, the ordinary patch should be affixed.
In that case, the patch must be at least l ins. in diameter and, before it is applied, the surface of the tube ought to be thoroughly roughened and two coats of solution in turn allowed to dry.
' W. B. STOKES, Secretary.
London, W.C.1'. (For Tyre Manufacturers' Conference).
THE SALE OF SURPLUS MACHINE TOOLS
THE article in your issue of April 14, entitled "Engine Reconditioning Not Maker's Job," raises the question of what will happen to the large numbers of machine tools which will be surplus when this war is over. The writer of the article seems concerned lest these machines be sold at " knock-down " prices, which would enable their purchasers to engage in a low-price war.
This matter is one which would cause very serious concern to the executive of this Association were it not for the fact there is branch of the Ministry of Supply (Machine Tool Control), the function of which it is to deal with such matters. In view of the very capable performance of this Control so far, we have every confidence it will take care of the matter which seems so to worry your contributor.
It seems to me equally idle to assume that the mere formation of an association acting for the three classes of trader mentioned in the article could possibly induce the vehicle manufacturers, who have large financial investments in service schemes, depots, etc., meekly to give up this profitable side of their business. May in conclusion, make it clear that this Association in no way associates itself with the article, nor has it any interest in the sale of engine-reconditioning equipment. HERBERT LEE, Secretary, National Association of Crankshaft and Cylinder Grinders.
Bristol.
DIFFICULTIES OF A SMALL REMOVER
S01VLE months ago I applied for membership of the )—/National Association of Furniture Warehousemen and Removers. What a job it was: filling in a. form, finding a proposer and seconder, stating my life's history, and after all this the Association still wanted further particulars of my business.
My father had 47 years on removal work at Shoolbreds, of London, and after my discharge in 1927 from the Royal Navy, following 14 years' service, I started on my own in removal work and now own four vans, specializing in this class of business. I have carried out several removals overseas, to Africa, U.S.A., Switzerland, France, Norway, U.S.S.R., etc. Until this year I operated a warehouse of fair size in London, but this and my office were destroyed by enemy action, A30 so 1 removed the business to my private residence in Sawbridgeworth, Herts. All my family are in the business with me, but my two sons are in the Forces, and my wife is now my sole "employee," working in the office and helping on removals as a porter (incidentally, making a good job of it). I am doing quite well and building up a fine connection to welcome the return of my sons. Can you see anything vvroni with this? If not, why does the N.A.F.W.R. quibble about my application? Perhaps it does not desire any new members, or is affected by loCal feeling, although the nearest removal Contractor in competition is four miles away. It does riot seem. that encouragement of the small man is part of the Association's policy. REMOVER. Sawbridgeworth.
WHAT PROSPECTS FOR THE SMALL MAN,?
PRIOR to joining the Forces I was driving a longdistance vehicle for a well-known Midland concern, working for the day when I would be able to start my own business. That ambition is still mine, but on endeavouring to pick up the threads after returning from three years' foreign service I must confess that I find the prospects distinctly alarming for those who do not wish to, and will not, become "mice."
In this connection I was much impressed with the article entitled "Planned Paralysis for the ex-Serviceman," published in your issue dated April 21. If, as I gather from certain of the writer's remarks, he still be in the haulage business, I would be glad to be put into touch with him.
In conclusion, might I record -my appreciation of the outspoken and progressive policy of your journal. It is a policy which the industry, generally speaking, seems strangely loath to encourage.
MICHAEL STAFFORD (LIEUT., R.M.). Largs: USEFUL ADVICE TO HIREDVEHICLE OPERATORS
I N your issue dated March 311 notice under the heading "Hired Haulier Emphasizes Need for Unity," .by a Mr. E. R. Charles, of Gobowen, That he complains of his .Unit Controller refusing to sanction payment to his drivers of anything in excess of the rates laid down by the Central Wages 13oard.
. I would like to point out that the Unit Controller is bound to pass this extra payment, provided that the payment was in force prior to September 1, 1942. As your correspondent states that he has for a long time been paying an additional amount, I take it that he means before that date.
Should he have any difficulty he should refer his Unit Controller to the M.O.W.T. circular Ref.:—Direction H.V.9/93 File Ref. R.H.0.1/33/6 and H.V.3/44, R.H.O. 1/33/6. These should be in the possession of the hired operator, as they were circulated to all by the Ministry.
I suggest that Mr. Charles should study these circulars and, provided he carries out the instructions contained. therein, he should have no difficulty in obtaining the extra payment.
I would also like to point out to all your readers that these circulars issued by the Ministry from time to time often contain items of great importance to them, as they are usually the result of efforts on the part of the Hired Vehicle Operators' Panel and shouldbe studied carefully. It should not be taken for granted that the Unit Controllers are always right. They are always being inundated with Orders and regulations from the M.O.W.T., and they are likely to overlook certain items on which agreement has been reached.
If any hired-vehicle operator has any grievance or feels that he is ■being treated unfairly, he should get in touch with his nearest representative of the H.V.O.P., or, if that person be unknown to the operator, I would be pleased to assist. After all, we have been appointed by the industry to look after the affairs of the hired-vehicle operators, so why not make use of Us? I should make it clear that we must have facts (not just hearsay) hi writing before any action can be taken.
LEONARD. V. WARD, Director,
(For L. V. Ward and Co., Ltd.). Earl Road, Bermondsey, London, S.E.1.
EFFECTS OF FUEL TAXATION ON CARS AND PS. VEHICLES THE Phcenix of motor-fuel taxation, having been reborn and having had a good fly around, with everyone remarking on its beauty, has now tentatively come to rest. Thus we are enabled to look at this peculiar bird a little more closely, especially in the light of Sir. John Anderson's quietly spoken words that he, too, would be prepared to look at it, provided it produced for him, in hard cash, the same amount as had always been obtained from the previous combination of vehicle taxation.
The last pre-war figures we have show that to enable Sir John, or any other Chancellor, to raise the same amount of money as he did previously he would have to put very nearly 2s. a gallon tax on fuel. (It may be that the small man, with his small car, embracing this new idea, has visions of 2d. or 3d., but he is likely to be disappointed.) If we examine the average running of the average small car, we find that, at best, it does, say, 8,000 miles a year and uses, perhaps, 200 gallons or more of fuel in the year, for which the 8 h.p. car, under any new system of fuel taxation, would have to pay £20 in tax.
It seems to me a poor bargain that, for the privilege of deferred payments of tax, the rate should be doubled. -If we take the other extreme, say, the big passenger vehicle, doing 70,000 miles a year, this would 'pay R.,800-£1,000 a year in tax. I am afraid the operators of this class of vehicle would not like it any more than would John Citizen.
If, however, vie suspect motives in this matter—to introduce a fuel tax and build a different type of car for the export market—we are faced with two viewpoints: (1) that John Citizen and others are being exploited for the purpose of export, which, nationally, might be a good thing, and (2) is John Citizen himself wanting this type of car, bearing in mind that neither his pocket nor his garage line-up with it at all? The conditions of car usage in America and other countries where this type of car is desirable are totally different from this country. The average American will think nothing of jumping in and driving for a hundred miles, having a couple of cigarettes on the way, whereas John Citizen will perhaps go 10 miles with his family just to have a pint of beer; he does not want to do these huge distances, nor does he want a car that will. • Unless very careful thoul.ht be given by the vehicle manufacturers to my last rTniarks they may find themselves in a quandary, in so far as, whilst they might capture the overseas market, they might lose the home market to Continental builders with more material ideas on what the average man in a densely populated country wants in the way of a private car, although I see they are already trying to safeguard this position by demanding protective tariffs once more—always a sign of weakness!
I appreciate that three-eighths of the expected 2s. per gallon tax is included in the present price, and should petrol come back to its pre-war price level -the ease, although holding -many anomalies, might not be so bad, but will petrol revert to pre-war cost? In any case, the additional tax would hardly be less than ls. 3d. per gallon. JotiN WALTON. London, S.t.l.
INTERESTING 0BSERVATIONS FROM A R.E.M.E. TECHNICIAN WITH regard to the proposed Institute of Road Transvv port Engineers, I am definitely in favour of this scheme, 'which should do much in the future further to improve vehicle design and to impart technical knowledge to maintenance engineers, etc. It will give the latter a chance to get together, air their views and share information concerning their own experiences.
As a staff sergeant in R.E.M.E..in the Central Mediterranean Force, I come across a considerable amount of trouble with M.T.80 fuel, and I have-a fitter constantly overhauling cylinder heads and Valves. A large percentage of the exhaust valves has given trouble, but we have been able to effect satisfactory repairs by blinding up the seats with Stelae. Owing to the importance of the time factor, this operation is carried out only in the , absence of new valves in the stores, or if the material available be unsuitable for the production of new valves.
Stelliting was Carried-out in the case of a B.M.W. sixcylindered stationary engine which had been captured. Prior to the modification, this used to operate for 600 hours before a top overhaul became necessary; since the alteration, however, it has already run for 800 hours without further trouble. At the time of overhaul, I also had the valve guidei drilled with a Fin, hole to ensure better valve-stem lubrication. Several OY type Bedfords have been modified in the same way and the results have been most encouraging.
Many people seem to think that it is the high-octane value of the fuel which is responsible for the difficulty. This is notthe case, as I have known vehicles to operate without ill effects on 100-octane aviation fuel, so that the cause is the way in which the high-octane value is obtained. Where engines are properly designed for this particular forth of petrol, the trouble does not exist. I believe that this war will cause a revolutionary change in post-war design, especially as regards transmission systems and suspension. Power units are good, of that there can be no doubt; but the oil engine seems to be the only solution to economy and trouble-free operation. During two years out here I have known only one to suffer from a serious mechanical breakdown, and this was dub to faulty material.
This brings to mind an amusing happening. During the first few months in North Africa, an Alfa-Romeo, which, incidentally, was a very nice job, ultra-modern, with a bunk for the driver in the roomy cabin— designers please note!—was brou'ght in for engine overhaul. The driver complained of loss of power and that tht exhaust was emitting dense clouds of black smoke I immediately suspected faulty calibration of the injection pump, but the pronounced smell of the exhaust quickly altered my opinion—he had filled his tank with
olive oil by mistake! E. G. FRoor..y. C M.F.