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COMMON SENSE • I am terribly sorry, but I cannot
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wait any longer. Is there anybody out there with any common sense or observation? In your letter by M P Fisher, Traffic Jams — Congestion cure, he asks "How can we stop arrogant and ignorant behaviour on the roads?" (CM 1-7 February).
Well, the first thing you must do is to acknowledge human behaviour. Highway Code Rule No 1: 'Always drive on the left except when overtaking'; this is a rule all drivers will repeat parrot fashion to the examiner when taking their driving test, and also the first rule they will ignore when entering a motorway (for which they will have had no formal training).
Has anybody seen the second and third lanes blocked with slow and stationery traffic whilst the inside lane is empty? You have. Want to know why? The answer is simple, it is not because the lane is coated with sulphuric acid or that it is mined, it is because it is the SLOW lane, or so we are told repeatedly by the media who do not know any different, and who are not corrected by those of us who do. Keep talking about slow and fast lanes and the new driver and the slow thinker will believe that they are just that.
And now for the real reason I have had to write to you. I have been waiting for someone in authority to come to the same conclusion I reached some 12 years ago, but it seems so obvious that no one has noticed. Never close the third lane of any motorway. Impossible? Not at all, what is wrong with closing the inside lane first, after all there is probably little traffic on it. Now that you have two lanes of traffic and after four or 500 yards, or as long as it takes to allow drivers to get used to only having two lanes, bend the lanes back to the left on to the first and second lanes. There you are, now the outside lane is closed, no fuss and no 'head 'em off at the pass' cowboy drivers racing to cut you up on the last 200 yards, as would happen if you closed off the third lane first.
Doubt whether it would work? Well look for yourself next time you approach roadworks where the nearside lane of the motorway is closed. See how smooth traffic flows and how quick drivers move over to the middle lane. See how many drivers you can count who race up on your nearside to cut in front, but please do not move to the middle lane half a mile before the lane closure. And let's see if we can make use of the three lanes we have now before we ask for additional lanes.
And remember, no more talk of slow or fast lanes. Remember the left lane, middle or overtaking lane, outside .or overtaking lane.
I'll be watching.
Alan Holmes
Ashton-in-Makeifield, Near Wigan, Lancs.
OUT IN THE OPEN • I read with great interest your article on the CPC exam (CM 7-14 February). Although I am not in the road haulage business, I'm in passenger transport, and I have sat the exam four times, having passed the "C" module first time.
To be told I've failed four times made me feel totally useless, until I read your write-up exposing many flaws in the set up by the RSA. It has now given me more hope that maybe this March I'll be successful and pass.
I have taken the liberty of sending a copy of your article to the Coach Drivers Club of Great Britain to see if they can come up with any helpful hints, and maybe get involved with the association of CPC training establishments.
Once again, many thanks for bringing this into the open at long last.
D Orchard
Englefizld Green, Surrey.
WEMBLEY PARASITES • This medium-sized company has received yet another payment demand for a levy from the Road Transport Industry Training Board. Besides being forced by law to pay it, what riles most is the fact that we cannot get grants for any form of training.
The RTITB is nothing but a money-collecting agency for a government that has lost all knowledge of the trials and tribulations of hauliers.
We have a motorway system that is years out-of-date, our vehicle excise duty is a disgrace, and we suffer fuel price rises by greedy petrol companies.
My drivers are all hard working, decent family men and we feel insulted by these parasites at Wembley.
Leslie Newcombe
Director, L&J Newcombe, Blaby, Leicester.
RIDICULOUS GENTLEMEN • As one who has been connected with commercial vehicles for nigh-on 50 years, firstly in a commercial garage and latterly with a large fleet of mixed vehicles — 3.5-38 tonnes, I wish to join your "Ridiculous Gentleman" contributor (CM 25-31 January), and corroborate his opinion, as to the reason for wheel loss.
This is no new phenomenon, indeed on the contrary it is not a phenomenon at all. I first experienced this over 40 years ago, and many times since. There is absolutely no doubt in my mind that wheel changing is a very 'haphazard' operation by many fitters in this "bonus crazy" age. How many fitters before changing a wheel adequately clean the mating surfaces of the wheel/hubs/studs and perhaps, most important of all, the wheel nut seatings? Not many. How many fitters check the wheel nuts on a regular basis? Fewer still, I'm afraid.
Even if it is assumed that there is a 'design' fault in wheels, studs or nuts, then loose' wheels should be noticed before a wheel `drops' off. All nuts do not loosen and drop off at the same time, neither do studs break at the same time.
Those 'worthies' from the IRTE and the British Standard Institute could do worse than visit a cross-section of fleet users' premises and examining the vehicles, as well as looking at vehicles on the high street.
This way they could learn more, and it would cost less than tests under controlled conditions.
Naturally, operators would not like to admit poor maintenance, but I am fully convinced that the answer lies in the haulier's own workshop or with whoever changes his wheels.
Incidentally, the advent of the pneumatic hammer wheel brace coincides with the upsurge of 'wheel loosening'. These are good tools used correctly, but still should be supplemented by the torque spanner — rarely done!
If I had the slightest idea that there was a need for design change, I would gladly contribute to funds. These funds in my opinion would bring greater benefit if used in a campaign to 'teach' those whose job it is to fit wheels and carry out routine maintenance and servicing.
Name and address supplied.