OPINIONS and QUERIES VENT YOUR GRIEVANCES, DON'T NURSE THEM S OME
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time ago I wrote to you saying that I was undecided as to whether the M.O.W.T. knew its job or knew it too well and was using that knowledge to weaken road transport. I have no delusions now, after seeing your references to the case of Mr. Wright, Of Southend-on-Sea, who was refused the re-issue of a carrier's licence.
I am operating two vehicles on food distribution at the same rate as existed at the beginning of hostilities, and a recent request of mine for an increase met with a definite refusal,. My operating costs have gone up, as have those of everyone else, and last year I sustained a loss of £300, so that my 10 years as a haulage contractor have left me in almost the same position as when started in the business. Anothei year will see the end of it, unless something be done.
Why cannot we all get together and fight for our rights, instead of leaving everything to the other fellow? What are the associations doing, and are we giving them all the in,forniation that might help them to state a case? Every contractor who has a legitimate grievance should let his association have full particulars, or else write to. you.
'What is happening to the amalgamation of the associations? It is about time that this was put into being. If it be a matter of lettina.'s the officials keep their positions, and if we had to pay fbr the lot, this would not be so important if the industry could speak with one voice, and we obtained some action and suitable propaganda.
As it stands at the moment, we of our generation are letting down our sons. It is terrible to think that a generation which produced tiv heroes of the Battle of Britain is too poor in fighting spirit to look after its own interests and theirs.
I emphasize that every bit of information that those employed in road transport can obtain as useful propaganda should be sent either to the association of which they are members or to "The Commercial Motor."
Ulverston. FOOD HAULIER.
AN INSTITUTE OF ROAD TRANS PORT ENGINEERS IS NEEDED AFTER studying the various remarks of your correspondents in connection with the proposed "Institute of Road Transport Engineers," I am more Convinced than ever that there is a demand for it, and a useful purpose to be served if we be successful in its inauguration.
I had given some .thought to suggesting . that the country be divided into sections,-say of 30 miles' radius, and suitable engineers be invited to a discussion to be held at a time and place -convenient to the majority, reports and suggestions to be collated by the Editor, who would then advise us of the general feeling and whether we could usefully and economically bring this Institute into being.
In your issue of December 10, 1943, Mr. M: Downs, chairman of The Association of Municipal Transport
• Engineers, offers his assistance to form an •Association of Maintenance Engineers. surely, the last paragraph of Mr. DownS's letter cannot be correct? As I read it, Mr. Downs, on behalf of the A.1').1.T.E., offers to assist in the forrnation of an Association of Maintenance Engineers for which he feels there is a need in municipal transport. His association already -caters for the muni
cipal-transport engineer, so that we, who are commercialand public-service transport engineers, other than municipal, are. outside its scope.
The "Institute of Road Transport Engineers," being primarily the idea of Mr. J. H. Vincent (London Carriers, Ltd.), I would like to have his support when t Suggest to Mr. Downs that he enlarges the scope of his body and absorbs all those who prov6 themselves eligible to be members of the proposed "Institute of Road Transport Engineers." • From Mr. Downs's remarks' we seem to have an
association already in existence and, if the rules of entry can be amended, it would save a considerable amount of spade work in the formation of another institute and, at the same time, strengthen and bring new blood into an already established body. -Failing this, I think that the good offices of Mr. Downs be accepted by the Editor, if he obtains sufficient evidence of need for the " Institute of Road Transport Engineers."
JOHN HUTCHINSON, Engineer,
Fred. Robinson (Transporters) Ltd. Stockton-on-Tees.
lWe are afraid that Mr. Hutchinson is not quite correct in crediting Mr. J., H. -Vincent with the idea for an Institute of Road Transport Engineers. Actually, this was first put forward by the Editor of this journal at a meeting -of well-known operators held on March 31. At that time some of those present thought that the idea was a little too advanced, but the interest which has been aroused since its mention in this journal has been such that there certainly appears to be a need for a body of this kind which will not conflict with the legitimate 'work of other institutes and associations. The actual words of the Editor at the above-mentioned meeting were as follow:—" Now, as regards the new body, the formation of which we are to discuss, the idea is not for just another association ' covering much the same ground as existing bodies. I claim that there is no official, institution which is treating with the objects we have in view as more than a side line, if at all. Apart from, technical considerations, such an Institute as that suggested should possess a great value, in that it Might • well become an important factor in advising Government Departments on those fine points in present and future legislation as they .concern the interests of users of commercial vehicles:: Not only this, but Mr. C. Courtney-Cramp recommended the setting up of a Technical Institute of Road Transport Engineers in an article
• published in our issue dated October 1.—En.]
I AM greatly interested' in the suggestions, made by • several of your contributors, as to the forming of an "Institute of Road Transport Engineers," and should be grateful to have any information on the subject. M. C. VICKERS, Operating Manager, Northumbrian Transport Services Ltd. Gateshead-on-Tyne.
DRIVERS' COMFORT MUST, . RECEIVE MORE ATTENTION rOLLOWING the 9 a.m, news on December .12, a • transport driver made a broadcast concerning the
movement accomplished by some 800 lorries forming part of the M.O.W.T. Road Haulage Organization.
As one of those who participated in this effort, I would like to know who was responsible for seeing that sufficient beds and food were obtainable by the drivers.
. The accommodation on the route traversed has always been barely sufficient, and to the normal number were added some 800-drivers and 200 mates.
What a terrible night was endured one Sunday, when
I was one of over 100 drivers standing and commenting forcibly for four hours in bitterly cold weather. Hardly one had had a bite to eat during the last 60-100 miles of travel. After waiting patiently for the time mentioned, at least 50 had to sleep in cabs with their overcoats for bedding.
In the crowded .cafés at 11.30 p.m., after angry men had discussed the matter, the local-unit controller was telephoned at his private house. He Was asked to come out• and see the cOnditions for himself, the men agreeing to keep the wheels moving if he promised to obtain quick action; but, no, he would not consider the men's discomfort, he would come to see the. men in the morning, but, so far as I know, he never turned up: The majority of the men orginally took the view that they would refuse to start, but, after obtaining what sleep they could, they were on the job. While, I presume, the maid was carrying in the unit controller's early eup of tea and shaving water, the lorries were already. 40 miles on their way.
If thy employer (who is a woman) had known of the plight of her employees, hundreds of miles of telephone wire would have trembled in the endeavour to put things right, even if sip had had to stay up all night I The concern I work for owns a large number of 14-15-tormers. We are mostly drivers of at least 12 years' service on long-distance driving. If men who know all the cafés and accommodation themselves cannot obtain some comfort en route, what are the chances of those who have never been far from their homes?
I would suggest that the official resPonsible should assure transport men, through your columns, that there will be no repetition of a case of this kind, also that cafés will be allowed sufficient staff to enable them to remain open on Sundays for the duration of the war. Does the Road Transport Catering Committee know that proprietors of a number of cafés listed in the directory do not open their establishments during the hours speci fied in this? .
Let attention be given to our just grievances, and we drivers will keep the wheels turning until Victory be won.
Have we ever failed the country? H. P. COOKE. Countesthorpe.
MORE ON THE LEADED-FUEL PROBLEM NAY congratulations to Mr. Anthony High on his clever Ivireply tcr-Mr. Walter Lindsay, which appeared in your , issue dated December 3.
ft seems to me that Mr. Lindsay, whose article was published on November 19, is an armchair critic. I have no initials behind my name, being merely a fitter dealing with a small fleet of lorries, but I have found much of interest in the various comments in your journal concerning leaded fuel and its properties.
The fleet with which I am concerned has had a lot of trouble with burnt-out valves and, with the actual engines before me, I have been able to try out the different suggestions for effecting a cure. and comparing the results obtained.
My own' experience inaicates that Mr. Anthony High approaches more closely to the root of the problem. I haVe found out that when the cylinder bores are worn and oiling-up is more frequent, the valves do not burn Out nearly so quickly ; in fact, in some cases, not at all. They do, of course, collect a good deal of carbon.
We are now, including in our bulk-storage tank a generous supply of upper-cylinder lubricant, this being inserted just before the petrol is run in, thus ensuring that it will be well mixed. So far, this has been found
to afford considerable relief. T, BLAKE. Lightwater. A SIMPLE CURE FOR BURNT EXHAUST VALVES HAVING read with interest about the trouble other operators are having with the present leaded petrol, I would like to inform you of my experience with an Austin 5-tomer. This vehicle, which is engaged on heavy work, was constantly burning out valves at about 5,000-mile intervals.
Upon. dismantling the engine recently, in order to try and find out a way to cure the trouble, I noticed the exeegsive dryness of the valve stems and thought this may be having something to do with it. I, therefore, drilled a h-in. hole through one side of each exhaust valve guide, just above the face of the top of the cylinder head. I refitted the head with new 'exhaust valves and adjusted the tappet clearance as recommended hy the makers. The vehicle has since covered 14,000 miles
and is still showing no signs of valve trouble. No oil has been added to the petrol and the .consumption of engine oil has not been affected to any, noticeable extent. E. WILSON,
Mosbrol• Moor, Nr. Sheffield. H. Wilson and Son.
WHAT DOES THE TERM "SEMI. SKILLED" IMPLY?
ON reading the letter from Mr. N. R. Clark in your issue dated November 26, I note that he thinks that the Ministry of Labour officials should go into the question of dilutee labour and the way in which this affects the skilled and semi-skilled men.
think so, tob, but not quite in the way he appears to imply. I have been with one company for 12 years,. maintaining commercial vehicles and private cars, and just over two years ago was in charge of six .Albion vans and 10 passenger vehicles, but I have never considered myself to be a skilled mechanic. Since then I have taken over the repair of all types of Army vehicle, even to the extent of complete overhauls. • Apparently my work has given satisfaction, because when, recently, Ministry of Labour officials paid a visit to our works to search for skilled mechanics whom they could take for more important war work I was told by a foreman to state that I was semi-skilled. Yet it appears that now so-called skilled mechanics are being trained in about three months. My main worry is to know what is implied by the term. How long does it really take to make one, and what will be my position after the war if I am still classified as semi-skilled? Perhaps Mr. Clark can give some advice on this matter.
Manchester. • S.SK.