A Widow versus the B.T.C.
Page 57
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ONE of our members, Mrs. E. M. Brewer, has written to us: " Is there anything that can be done for me to enable me to keep my lorry on the road? I am a widow with three young children to keep, one aged 12, one 10 and the other six years of age. and if 1 have to give up I don't know how I shall keep them. My late husband was in business for over 30 years and since his death I have tried to keep it going for the sake 01 my children. To have to give up my permit is a very great loss, as most of my work is long-distance."
This letter reveals a human tragedy, for under the Transport Act, 1947, there is now nothing that can be done for this poor woman beyond payment of a very small sum by way of compensation for the loss of her business and livelihood. •
1 feel that if such cases as these—and we have others-received the publicity they deserve, the sympathy of the gee-icy-al public would be aroused at the hopeless position in which this unfortunate victim of the octopus of State control has been placed.
London, W.1. C. W, H. SPARROW.
(Chairman. Metropolitan and South Eastern Area, Road Haulage Association.)
ENCOURAGING THE PIONEER SPIRIT
WITH reference to your leading -article. " Pioneels,Not VV Robots, Needed" publisheci in your issue dated November 24, although I agree with some of the points mentioned, as a road transport engineer 1 ant or the opinion that advocating wayside repairs of a Major nature, in this country at least, can be dangerous and uneconomic.
Should. a vehicle a long way from its home base need attention, I suggest that it would be far better to have the necessary repairs executed by the nearest specialist concern than to trust to the driver, however good his intentions may
be. This would safeguard the vehicle owner and the. general public. The inodern motor vehicle, being a fine precision-engineering job, deserves skilled care and attention, and it would he unwise to invoke the " hammer-and-chisel " technique.
Of course, there are different grades or driver, just as in any other trade or profession, but it must be borne in mind that the primary job is driving, which, when coupled with other duties, such as keeping the vehicle clean, greased and the oil levels and tyre pressures correct. seeing that the freight is properly loaded and the goods delivered in proper condition, leaves little time to experiment with " Harry Tate" repairs.
I would suggest that good and economic repairs are the responsibility of „the. maintenance engineer, and it would noOdo:tO increase hiS.troubles.
Woodford Green... A. G. PERKINS.
IOur article was of a general nature and not intended to advocate the carrying out of extensive roadside repairs to their vehicles by•driVers, In Britain, this would seldom he-necessary or even advisable. At the same time. there are :many small matters which could be attended to by an : experienced mart without having recourse to the garage. or breakdown vehicle. Whether these should be carried out or not must depend upon the attitude of the transport engineer concerned. Some drivers are specially instructed not to concern themselves with anything else hut driving and attention to their loads, and merely to report any mechanical trouble. Others are encouraged to effect small adjustments or do small repair jobs, such as the cleaning or replacement of sparking plugs and the cleaning of a carburetter.--ED.1
1VIAY I be permitted to make some observations on the alarticle "Pioneers. Not Robots. Needed!" appearine in your issue dated November 24, on behalf of the many persons involved, especially those in the bus industry. 1
refer, in particular, to the remark regarding drivers passing the buck" to the mechanical staff, although, in the main, agree with what was written.
The standard of drivers for many years has been set by those Whose least interest or concern is mechanical knowledge. Priority in our field is mostly given to timetables and schedules, plus the fact that staff problems often compel the employment of men of the ex-delivery-van type (good drivers though they may be) and ex-conductors who may learn to become skilled in this work, but with no technical ability.
Whilst this has been happening progressively for many years, there still remain the few—amongst whom I am proud to be included—who were, prior to their employment with buses, able to carry out jobs as skilled as drawing a piston, fitting a big-end and rectifying other faults, and who still -retain that ability. Their last thought is to city for assistance and the ignominious tow-rope.
The latter tYpe of driver, however, has little' Or' no encouragement in these days. for reasons too numerous to, list. In normal bus wort, for example, only certain personal belongings, not tools, may be carried, and often spare wheels are removed, so that the driver., is dot encourautd to deal with repairs ranging from a puncture, but to get on to the blower" for assistance. When he returns to dePot he has only to fill in a breakdown report, giving the times of the delay and, as in my case, the reason for it.
This is all very simple, so much so, in feet. that all the driver is concerned with is watching his driving-mirrors and
listening to the bell, coupled with normal driving procedure.
He is expected to take notice when the charging circuit becomes defective or vacuum is reduced; but the oil pressure
is. presumably, not his concern, for in most cases the appropriate gauge is removed. He is usually not concerned even with the contents of the oil sump, that being part of the system by which everything is " lad on." in effect, complete serviceability is taken for-granted.
To some of us, this is almost demoralizingly easy, but. as far as I can see. it is something we can do nothing about.
Please, however, have a heart fOr those of us who, although this may not be appreciated, retain a spark of initiative that can easily be rekindled should the occasion—national or otherwise-demand.
Worthing. C. A. Ilsvmsts.
NEW ZEALANDER PRAISES OUR DRIVERS
HAVING just completed a stay of six months in Britain. during which time 1 have travelled most of your main roads in England, Scotland and Wales. I would like to leave a word of thanks to the bus and truck drivers.
Being a driver and owner of heavy trucks in New Zealand I understand their ways better than most car owners and drivers, who at times are inclined to suggest that a truck driver wants all the road. We had been warned about this before leaving but do not agree with it. In most cases. when coming upon a bus or truck. in either city or country, the driver's hand is out giving the sign to pass or slow down.
Taradale, New Zealand. J. H. McDorsana
(For J. H. McDonald and Co., Ltd.)
LEICESTER SETS AN EXAMPLE TO THE COUNTRY
AS one of many thousands of spectators of the brave show put up by Leicester hauliers on November 24. 1 feel that in this sort of demonstration lies the salvation of the private-enterprise haulier. No appeal is successful unless it is directed at the man-in-the-street, and by parades of this type up and down the country, the apathy of the general public to the nationalization of independent transport would certainly be overcome. Hauliers all over the country should follow the lead given by the Leicester men: the support thus gained from the public would make our lawgivers think. Lortelbn, N.20. ARTHUR PEA-I-were