r Instructors Guide MOTOR M;Drin Regulations j In(alltry Drm | Study 1 1 Insnectlon 1 Infantry Drill Regulations 1 ** | inspection written Exam. FIFTH WEEK .nfantryDrll, A "'°HreT'° 8 | C^.e^ce | ^Lecturer" | *£&£?? 26 | In ,.n,ry Drill A »S™ | ^0^0°? | £SS£ , Evening Convoy J7 1 Infantry Drill Auto^EnSneerlng 1 study or 1 Administration Field Work iniantrj Drm auw Engineering | Co „, mnce | Lecture U Lecture 11 I hcorctical 1 ., , I 2S Infantry Drill Auto Engineering Preparation Convoy 1 Lecture IV | for t onvoy | Exercise II by Assign- 88 j Infantry li., II Auto En^inee'rlnK |,. slu , dyor 1 Administration Field Work Lecture V | Conference | Lecture III Lecture 111 ment 1 1 Theoretical t n i 30 Infantry Drill Auto Engineering Preparation 1 . ..i.voy Lecture VI for convoy | Exercise III MTOC MOTOR TRANSPORT CORPS EXECUTIVE DIVISION— TRAINING BRANCH FIELD SERVICE TRAINING MOTOR TRUCK SECTION SIXTH WEEK Day 7.00-8 00 800-9.00 *9.00-10.00 10.00-11.00 11.00-12 00 1.00-2.00 2.00-3.00 3.00-4.00 4.00-5.00 7.00-9.00 | Theoretical 1 Study or 1 Administration Field Work U Infantry Drill Auto Engineering Conference Lecture IV Lecture I\ Lecture VII Theoretical 1 Preparation 1 Convoy 32 Infantry Drill Auto Engineering for Convoy 1 Exercise TV Lecture VIII Evening 1 Theoretical | Practical 1 Study or 1 Administration Field Work 33 Infantry Drill Auto Engg. AutoEngg. Conference Lecture V Lecture V 1 Lecture IX I Exercise I 1 Convoy by Assign* Theoretical 1 Preparation 1 Convoy 34 Infantry Drill Auto Engineering for Convoy 1 Exercise V Lecture X 1 Theoretical ] Practical | Study or 1 Administration Field Work 35 Infantry Drill AutoEngg. Auto Engs. Conference Qui* Lecture VI 1 Lecture XI t Exercise II I I Theoretical I Preparation 1 Convoy 36 Infantry Drill Auto Engineering for Convoy 1 Exercise VI Lecture XII SEVENTH WEEK 1 | Theoretical 1 Study or l Administration j Field Work 37 Infantry Drill Auto Engineering Conference Lecture VI Lecture % II Lecture XIII Theoretical ] Preparation 1 Convoy 38 Infantry Drill Auto Engineering for Convoy 1 ■ Exercise VII Lecture XIV Evening Theoretical I Study or 1 Administration 1 Field Work 39 Infantry Drill Auto Engineering Conference 1 Lecture VII Lecture VIII Lecture XV Convoy by Assign- Theoretical 1 Preparation 1 Convoy 40 Infantry Drill Auto Engineering for Convoy | Exercise VIII Lecture XVI 1 Theoretical 1 Study or 1 Administration | Field Work 41 Infantry Drill Auto Engineering Conference Lecture VIII Lecture IX Lecture XVII | Theoretical 1 Practical j Preparation 1 Convoy 42 Infantry Drill AutoEngg. AutoEngg. for Convoy | Exercise LX [Lecture XVIIll Quiz EIGHTH WEEK Theoretical | Study or | Administration Field Work 43 1 Infantry Drill Auto Engineering Conference 1 Lecture IX Lecture X Lecture XIX Practical 1 Preparation 1 Convoy 44 Infantry Drill Auto Engineering for Convoy 1 Exercise X Exercise III 1 Evening Practical 1 Study or 1 Administration 1 Field Work 45 Infantry Drill Auto Englneernlg Conference 1 Lecture X Lecture XI Exercise IV | Convoy by Assign- ment Practical 1 Preparation l Convoy 46 Infantry Drill Auto Engineering for Convoy 1 Exercise XI Exercise V Practical j Study or 1 Administration Field Work 47 Infantry Drill Auto Engineering Conference 1 Quiz Lecture XII Exercise VI Practical 1 Preparation 1 Convoy 48 Infantry Drill Auto Engineering for Convoy 1 Exercise XII Exercise VII NINTH WEEK 49 | infantry Drill A«/jK2SUl.« | «.««&», | *%%£?&* L^re^III Practical | p„_„ rA , lnr , | Convoy 50 Infantry Drill Auto Engineering «Uf??„5:.„? 1 Exercise XIII Exercise IX 1 l° r Con\oy | Evening- Convoy Practical l -. . 1 Administration 1 Field Work 51 Infantry Drill Auto Engineering r-n„f»J«nn» Lecture XII Lecture XIV Exercise X I ^onterence | 52 | Infantry Drill Auto Englnterlng | S?B?™ U ?" „ Co ? vo £,,, Exercise XI I ' or Convoy | Exercise XTV by Assign- Pructirai | „.„,„ „, 1 Administration 1 Field Work 53 Infantry Drill Auto Engineering rwi}»ni» Lecture XIII Lecture XV Exercise XII | Conference | ment 1 Practical 1 _. , 1 _ 54 Infantry Drill Auto Engineering Preparation Convoy Exercise XIII I ,or Convoy | Exercise XV TENTH WEEK i 1 Practical | study or 1 .... 1 „ .. 55 Infantry Drill Auto Engineering Conference 1 Administration Field work Exercise XIV Lecture XIV Lecture XVI 1 | Practical 1 Preparation 1 56 Infantry Drill Auto Engineering for Convoy 1 Convoy I Lecture XV and Quiz 1 Exercise XVI Practical | Study or 1 1 57 Infantry Drill Auto Engineering Conference Administration Field Work Exe.-clse XVI Lecture XV Lecture XVII Evening Convoy Practical | Preparation 1 58 Infantry Drill Auto Engineering' for Convoy 1 Convoy Exercise XVII Exercise XVII Assign- w 1 infant™ r>.ui Infantry Drill Practical Auto Engineering. Exercise XXIII 59 inlantry Drill Written Examination Written Examination BO 1 Tnf.ntrv nrlll Administration Field Work ou inlantry Drill Written Examination Written Examination 'Exercises XVIII to XXII Inc., Practical Auto Engineering, not listed > be given at the discretion of the instructor by special assignment. MTOC /.-;,/,/ Work—Leetun I Page 1 MOTOR TRANSPORT CORPS I i [ TIVF DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE I General Organization, M. T. C. The purpose of these lectures is to acquaint the men of these classes with the organization of the Motor Transport Corps and the method of operation of the Service of Supplies and its subdivisions. Men can become more efficient in the performance of their duties when they have a complete understanding of just what is required of the service to which they are attached and the duties they bear to that service as individuals. When a member of this class realizes that he is an important cog in a wheel he can understand that as a cog, he might tie required at any time to play an important part in the success of some operation undertaken by our Army. There is only one way to be sure that he will be able to perform his duty when called upon, and that is by paying the very closest attention to lectures and instructions given here. It was the Camion Service (Motor Transport Corps of the French Army) that saved the day at Verdun. When the German advance on this fortress started it was practically gutted. Supplies had to come up if the city was to be held. The Camion Service was called upon to meet the condition and be- cause it was efficient and functioned with perfect discipline and understand- ing, the city was saved. Our own service played an extraordinary and decisive part at Chateau-Thierry in the support of the Marine Corps. This is the kind of effectiveness we must be able to deliver when we are called upon, perhaps under the worst conditions. Efficiency should ever be the watchword of the M. T. C, because it is the organization that "delivers the goods." The Motor Transport Corps is a new branch of the service only so far as the name is concerned. There have always been lines of communications, Service of Supply, etc. When all is summed up there are only two services or divisions of an Army, no matter how large or how small, one for operations and the other for maintenance and supply. In other words, any army unit is either actually used in an operation or to maintain and supply one. The chart shows the general organization of the A.E.F. and what bearing our service has to the other branches. First, there is the Commander-in- Chief, General Pershing. Then come the Chief of Staff, the Deputy Chief of Staff and the Assistant Chiefs of Staff who are the heads of various branches of the Service, operating, or maintenance and supply. You will notice that the chart shows that the two divisions of the army are combat and S.O.S. For the better understanding of the lectures to follow, adopt these terms as standard. The S.O.S. extends from the base, which is a port, to what is known as the Zone of the Army. The S.O.S. is subdivided into six Base Sections, an Inter- mediate Section and an Advance Section, the commander in charge of each M TOC Field Work — Lecture I Page 2 of the above sections being responsible to the general commanding the S.O.S., who is, in turn, responsible to the Commander-in-Chief. Now for a word in explanation of the figures shown on the A.E.F. Organi- zation Chart. Combat troops are those actually fighting in the zone of the army or zone of the advance, such as all men in trenches supporting the artil- lery, the supply, ammunition, engineer and motorized machine gun battalions, all of which are attached either to a combat Army Corps or Division. On the other side we have the Maintenance or Supply, known as the S.O.S. It is the duty of the S.O.S. to furnish all the material and equipment to the combat elements. Grouped under this service are the Motor Transport Corps, Quar- termaster Corps, Transportation Service, Ordnance Department, Medical Corps, Air Service, Chemical Warfare Service, Signal Corps, and Corps of Engineers. These are the main branches of the S.O.S. In the diagram showing the divisions of the first army, you will notice that there are five Army Corps and that under each army corps there are four combat divisions, one depot, and one replacement division. A Motor Trans- port officer is attached to each division in charge of all motor vehicles and motorized organizations serving the division. All trucks of the S.O.S. may at any time be called upon by this officer to proceed wherever they are needed, irrespective of the branch of the S. O. S. to which they belong. For example, if a troop movement is necessary a truck in the supply service could be util- ized for the purpose temporarily, as provided for in General Orders No. 74 A.E.F. — 1918. At Headquarters Service of Supply is the Director or Chief of the Motor Transport Corps, A.E.F. As an assistant there is a Deputy Director M.T.C., and in addition an administrative assistant in charge of all administrative matters, and a service assistant, who is the technical man and advisor, the chief inspector and co-ordinator of the M. T. C. Following is a chart showing the above organization : DIRECTOR M.T.C. DEPUTY DIRECTOR M.T.C. ADMINISTRATIVE : : SERVICE ASSISTANT : : ASSISTANT : OPERATIONS : : MAINTENANCE : DIVISION : : DIVISION You will see at a glance that the organization of the M.T.C. is very similar to that of the A.E.F. inasmuch as it adheres to the two classifications of serv- ice, one being operation, the other maintenance. First we have the Opera- tion Division which has charge of every Motor Transport working in the Service of Supply, and also exercises a technical supervision over all motor transport units of the A.E.F., whether serving combat troops or in the supply service. Second we have the Maintenance Division of the M.T.C. which has charge of the upkeep of all motor vehicles, supplies and spare parts. It sees to all repairs except those small ones handled by the company in the field, at the following M.T.C. Parks: M TO c Field Work — Lectm i / I I \ I M TO C Field Work — Lecture I Page 4 1. The Service Park, which is nothing more or less than a truck equipped with a lathe, a drill press, etc. 2. The Overhaul Park, which handles the heavier repairs. 3. The Reconstruction Park,which handles all the salvaging and re-build- ing of trucks, motor cars and motorcycles. The Operations Division has charge of motor transport units serving the S.O.S. and exercises a technical supervision over all motor transport units in the A.E.F., whether serving the combat troops or the supply. Motor Trans- port Corps officers and noncommissioned officers are trained to be either oper- ating men or maintenance men, and will be listed upon arrival in France under one of these two classifications. The road work is sometimes more important than the maintenance work, because material in France is worth about three times as much as it is in America. A truck worth $5,000 here is worth the equivalent of $15,000 or $20,000 in France. A screwdriver, monkey wrench, spark plug, or any piece of material has the same relative increase in value. When the officers and noncommissioned officers have trained their men to operate motor vehicles with this in view they have accomplished a great deal of their work. The quickest way to accomplish this result is to have discipline both in camp and on the road. Discipline does not mean that every time an officer comes in sight the men have to stand like stone images, and when the officer's or non- commissioned officer's back is turned, slump back carelessly. It goes deeper than that. Discipline in the French and British armies is so perfect that a man who is told by his commander to observe a list of "do's" and "don't's" will do so. A man told that he is to clean and grease certain parts of his truck every day, or that he is to run his truck at a certain speed, will obey the order whether or not the officer is present. The sooner you instil into our drivers this idea of discipline, the more efficient you make the service. The place to do this is right here while the man is in training. See that a driver keeps the proper distance in convoy. See that he keeps to the right of the road. See that his behavior and his actions are irreproachable. As regards discipline, the convoy formation on the road is just the same as an infantry unit marching. A truck operates on the road alone. The cor- responding unit in the infantry is a soldier. Before a man can drill in com- pany formation he must be taught to drill alone. After that he is taught the school of the squad and later to drill in company formation. In the same way a man must be taught to drive his truck alone as a unit. Then he can go into a section. When he can operate properly in a section, he should be able to operate in company formation. When the company commander has his ser- geants and men so trained that they can operate in a company, they go into train formation. When the train can operate properly, the train commander is called upon to have his train take part in group formation of two or more trains. Last November a truck company in France operated in a movement of troops from central France up to Peronne. There were 5,000 trucks on the road. They were gone two weeks and had four hours' notice to prepare for the trip. None of the men in the American companies knew anything about long troop transports, but they learned a great deal before the two weeks were up. Because of their ignorance concerning troop transports and how to operate in a large formation, these men delayed the whole movement. There were men driving trucks who insisted on doing everything but the right thing. There were more sergeants "broken" and more court-martials after that M TOC Field Work — Lecture I Page 5 transport than in all other months. They had been told, in some cases in a half-hearted way, that they should not do this and should not do that, and most of the companies had never been disciplined properly. It was a big lesson for the unprepared ones, and proved that the mainstay of the Motor Transport organization is strict discipline at all times, whether on the road or in camp. Field work changes every now and then with conditions. For instance, until this spring most of our work had been for trench warfare, but open war- far in the spring drive became the sensation of the hour. There is practically no more trench warfare, a condition that has greatly changed the transporta- tion question. If trench warfare returns, we shall have to adjust ourselves again. You may get instructions from time to time to change this or that, but the fundamental things will not alter. These have been worked out for four years and are permanent; for instance, distance between trucks, signals, oiling and greasing rules, etc. You may think that sometimes we insist upon rules and regulations which seem useless, but when you get to France these are all useful and obligatory. If we prescribe certain distances going through towns and insist that you keep on the right hand side of the road while training here, remember you are training for service on the other side. This applies to many of our train- ing rules. The aim is always the same — to make our men efficient for overseas, and to teach them to think in terms of the Motor Transport Corps in the A.E.F. M TOC Field Work — Lecture II Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE II Convoy Theory and Rules Subjects treated in this lecture include convoy theory and rules, the simi- larity between motor vehicles and infantry troops marching, and the need for co-ordination through discipline and formation. Rules op the Road During the past four years of war the motor transport service of the allied armies has developed a number of very strict rules and regulations dealing with road distances, rates of speed, etc. The M.T.C. of the American army has attempted to combine this previous experience with its own expei*ience and has adopted similar regulations. The distances to be maintained by ve- hicles operating in convoy in the A. E. F. are the following: Between vehicles on the road outside of cities, villages and towns at aver- age speed; 20 yards or 3 truck lengths. Between sections on the road outside of cities, villages and towns at aver- age speed; 40 yards or 8 truck lengths. Between vehicles passing through cities, villages and towns at average speed ; 5 yards or 1 truck length. Between sections passing through cities, villages and towns at average speed; 25 yards or 5 truck lengths. Between vehicles haulted; 5 yards or 1 truck length. Between sections halted; 15 yards or 3 truck lengths. These distances may, of course, be modified under exceptional conditions. For instance, if a truck company operating at the front is subjected to bom- bardment, either by aviators or artillery, the officer or noncommissioned offi- cer in charge immediately gives orders for the convoy to spread out, taking distances of from 100 to 150 yards between vehicles. This is done for the same reason that an infantry company, when subject to shell fire, deploys into extended order to scatter the target over a greater area. A convoy ascending or descending a hill must increase the distance be- tween trucks to lessen the danger of collision in case a truck should tempo- rarily become uncontrollable on a hill. Upon approaching a hill the first trucks of a convoy should speed up to avoid "jamming" at the approach to the hill. Likewise, the first few trucks should slow down after coming down a hill until proper distances are again attained. Upon approaching a town the first truck of a convoy should slow down to allow the rest of the trucks to close up to the proper distance for passing through towns. Likewise the first truck should temporarily increase its speed upon leaving a town to permit the remaining trucks to take their correct road distance without slowing down the speed of the entire convoy. The MTOC Field Work—Lecturt 11 Page 2 speed of a convoy is taken from the last truck, while the proper road spacing is taken from the first truck. The proper starting and stopping of a convoy should be given a great deal of attention during the training period. All vehicles in a section should start at the same time. When starting, vehicles should not exceed a speed of more than two or three miles an hour for the first 100 yards so that the vehicles may take their proper distances on the road. A section should not start until the Section Commander has as- sured himself that all vehicles are ready to start. This can be determined by vocal, visual, and whistle signals. All vehicles of a convoy should stop gradually, pulling well over to the right hand side of the road while reducing speed, the assistant driver giving the signal "Halt" to the vehicle behind. When a convoy stops, the proper dis- tances between vehicles and sections will be maintained. Care should be taken not to block streets, cross-roads or road forks. One signal which is not mentioned in the manual, as you may not use it very frequently, is the signal for reversing. The signal for reversing in case you are attacked by shell fire, is to swing your right arm high above your head in wide circles and blow the whistle as hard as you can. This is a sign for the whole convoy to turn around as fast as possible. The best way to train the outfit to execute such a movement is to instruct them that immediately after the sig- \ ^c ^ Xz Method of Reversing Direction of Travel, and at the Same Time Keeping Road on Right nal is given they should back up, turn and pull around in the reverse direc- tion. If the road is not wide enough they may have to steer their trucks until they have them in the proper direction, but ordinarily they can turn around. It is advisable to practice these moves. Every truck must back in the same direction and at the same time, to get away as quickly as possible. This is essential because the slightest irregularity is apt to cause confusion. In order to facilitate transportation, the following road rules and practices must be adhered to : The question of passing vehicles on the road, or as it is known, "doubling" another vehicle, is a matter of great importance, and rules for doubling must be strictly observed by all. The following are a few of the most important: In villages never double vehicles going in the same direction. A slower moving convoy must never be doubled unless the doubling can be done without confusion. Never double a halted convoy, a halted body of troops, or a body of troops moving in the same direction without first getting the permission of the officer in charge of the convoy or the troops to be doubled. MTOC Field Work— Lecture II Page 3 The foregoing rules for doubling do not apply to vehicles operating on military police roads or what are known as "routes gardees." These are the main thoroughfares at the front and it is absolutely forbidden for one truck to double moving vehicles proceeding in the same direction. Touring cars, motorcycles, and light delivery trucks, such as Fords, Dodges, etc., may double other vehicles when the traffic on the road will permit such doubling. The rule that a convoy cannot double another convoy on routes gardees must be strictly obeyed to eliminate congestion on the main thoroughfares behind the front. All signs and notices posted on the routes gardees must be strictly obeyed. All instructions given by road guards, whether they contradict the driver's instructions or not, must be complied with. Never stop your vehicle on a route gardee. If a vehicle breaks down, it must be moved by towing or other means well to the right of the road ; if possible, completely off the road. Turn- ing around on a route gardee is prohibited. One-way roads marked "sens unique" are very common at the front, and going in any direction except the direction indicated by the road signs is absolutely forbidden. Additional road rules which have been complied with are as follows: When a convoy is stopped, all men must keep off the road. The convoy must be kept together. Drivers must at all times keep in touch with the truck immediately behind them, as the truck behind is the truck that governs the speed of the convoy. A driver will never abandon his vehicle except by order of his Command- ing Officer. The use of a muffler cut-out is absolutely forbidden at all times. Motors must not be left running more than one minute when the vehicle is standing. Always give appropriate signals when changing direction or stopping. Do not smoke while driving. Do not allow unauthorized persons to ride on your vehicle. In descending a steep hill, use the engine as brake by shifting to a lower gear. When stopped on a hill, put a block under the rear wheel. Pay attention to road signs and signals. Except in cases of emergency, no person except the driver regularly as- signed to it may drive any motor vehicle. Never under any circumstances, fill the gasoline tank or work on the car- buretor in the presence of a naked flame or an oil lantern. Use an electric torch. One of the most practical ways to avoid accidents, damages to vehicles and property, and thereby unnecessery congestion and delay, is to drive at a sen- sible rate of speed. The maximum speed limits are the result of previous experience which has taught the military authorities that the speed of vehicles operating on military roads must be held down. The following maximum speed limits are therefore rigidly adhered to in France : In Cities and Villages Trucks 8 miles per hour Passenger cars, ambulances 10 miles per hour Motorcycles 10 miles per hour M to c Field Worh—Lectun 11 Pa 9^ 4 On Open Roads Outside Cities and Villages Trucks 12 miles per hour Ambulances 14 miles per hour Passenger cars and motorcycles 35 miles per hour When convoying on narrow winding roads which pass through forests or are so artificially camouflaged that it is difficult to observe anything very far in front or rear, an additional system for keeping in contact has been devised. For instance: Imagine a convoy passing along such a road. There is a sharp bend immediately followed by a fork in the road. The company staff car has preceded the convoy and the officer has determined which road to take. It is necessary for him to precede the convoy. The first truck of the convoy has arrived at the fork of the road, while the second truck of the con- voy is not in sight. It is clear that if the first proceeds, it will be impossible for the second truck to determine which road the convoy has taken. In a case like this, it is customary for the first ti-uck to slow down or stop long enough for the second truck to come into view and to allow its driver to see which direction the convoy has taken. Then the first truck will proceed, and the second truck will wait at the fork of the road for the third truck, and so on down through the convoy. Another practical way of keeping contact under such conditions is to sta- tion the second driver of the the first ti-uck at the fork of the road, instructing him to direct the trucks to take the correct road and to get on the last truck on the convoy and continue with the company. In case the road referred to is under heavy bombardment, the latter method is by far the most pi'acticable and safest for keeping in contact, because it is not advisable to delay any length of time on a road under shell fire. Never- theless, in cases like this, it is impossible to lay down definite rules and regu- lations and it is up to the company commander to use his own judgment. The noncommissioned officer alone is responsible for success or failure with a "split convoy." In such a case a convoy is divided into groups of different sizes and each group is sent to a different place in charge of a truckmaster or assistant truckmaster. The noncommissioned officer is thrown entirely on his own resources. It is unlikely that he can communicate with his commanding offiecr during the entire day. He must provide for all the needs of his section. When the sec- tion arrives at a park, he must make arrangements for loading and unloading, mess, etc., and here, as on the road, he must act on his own responsibility. ' The importance of the foregoing is apparent when it is considered that ap- proximately three-fourths of all our convoys in France are operated as split convoys. At this point it is also well to remember how important a knowledge of French is to the truckmaster and his assistants. We receive most of our en- gineering material and a great deal of our supplies and ammunition from the French. In another lecture will be given the most necessary English words and their equivavlent in French. Some of the common terms should be learned, especially words and phrases relating to automobiles. If you know how to ask a French driver if he has a spark plug, a jack, or other tool when you are stalled on the road, it may save you a great deal of trouble. Learn the French terms for automobile parts, ammunition supplies and different material, and get acquainted with the phrases used in everyday life. M TOC Field Work — Lecture II Page 5 If a convoy is shelled on the road, it is the first duty of the noncommis- sioned officer to save the trucks entrusted to his care. He must make this his primary object. It is usually advisable to put the company mechanic on the last truck of the section, as the convoy may be split en route. Very often a section arrives at a park to load, and the noncommissioned officers have to take three trucks to a certain place, five to another place, and the rest to still other places. Under these cix*cumstances it is advisable to put the three trucks in the first section under an assistant truckmaster, the five trucks of the next section also under an assistant truckmaster, and form the rest into a third very large section, in charge of the truckmaster. With this arrangement a noncommis- sioned officer is directing each group. This plan should always be used in similar cases, as it is imperative to have a noncommissioned officer in charge of each independent group of trucks. Where only one truck is concerned a good di'iver able to read road maps should be entrusted with it. M TOC Field Work— Lecture HI Pa 9 e x MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE III Convoy Rules The first thing we will take up today will be convoy rules: distance, signals, etc. Convoy rules are simple and few in number; every officer, noncommis- sioned officer, and enlisted man in the M. T. C. must know the road rules. The failure of any man in a crisis would stop the entire train, and might mean the loss of hundreds of lives. The convoy rules are as follows: The distance between vehicles in close formation is 7 yards, or one truck-length ; between sections 20 yards or 3 truck- lengths; between companies 40 yards or 6 truck-lengths; between trains 60 yards or 9 truck-lengths. The distance between vehicles in open formation is 20 yards or 3 truck-lengths; between sections 40 yards or 6 truck-lengths; be- tween companies is 80 yards or 12 truck-lengths; between trains 100 yards or 15 truck-lengths. The distance between vehicles in halted formation is the same as in close formation. These rules are at the prescribed speed, which will be taken up later. Exceptional circumstances may justify modifications of road rules, for ex- ample, if a truck is under shell fire, or bombardment by aviators or artillery, the commanding officer or noncommissioned officer in charge immediately orders the vehicles to separate to distances of 100 to 150 yards. The reason for this is the same as spreading an infantry company under shell fire, deployment into extended order for the purpose of scattering the target over a wider range. The distance will also change slightly going down grade; that is, the distance may be increased to avoid collisions. The leader should accelerate, allowing more space between trucks, but care should be taken that this does not throw 7 the entire train or company out. The leading truck should slow up after de- scending, and then get the proper distance. Signals are one of the most important factors in convoy. The following are the proper signals to be used in all cases except where conditions necessitate the use of verbal signals: Attention: The whistle signal for attention is several short blasts of the whistle. The arm signal, the right hand from the wrist moved sharply from side to side above the head. When the attention signal is given the assistant driver assumes the posi- tion of a soldier at attention just back of the left front hub, facing the head, of the column. The truckmaster takes position two yards to the left of the front wheel hub of the leading truck in the first section. The assistant truckmaster in the first section takes position 1 yard to the left of the front left hub of the second truck in his section. The assistant truckmasters of sections 2 and 3 stand one yard to the left of the front left wheel hub of the first trucks in their section. M T o c Field Work— Lecture III Page 2 The chief mechanic takes position 1 yard behind the assistant driver of the repair truck. The assistant mechanics take position 1 yard behind the assistant drivers of the last trucks in the first and second sections. The signal attention, we must remember, is a command just as much as it would be in an infantry formation, therefore we must have the same snap in executing it. When signal is given every assistant truck driver in the com- pany should, without loss of a second, jump to the ground without touching the vehicle; that is, he should not and must not slide down the side in a sluggish manner. There is nothing that shows lack of discipline more than to see the assistant drivers jumping off the trucks at different times. The 27 assistant drivers should come to attention and move as one man. In convoy formation on the road the driver does not move, but sits erect in his seat until the signal crank motors is given. This is the only time the driver does not take his regular position of attention on the ground. Crank Motors. — The whistle signal for crank motors is two long blasts. The arm signal, circles described in front of the body with right hand. At this signal the assistant driver who is standing at attention goes to the front of the truck and cranks the motor with the left hand. This is also a command and must be carried out with smartness and snap. When the com- mand crank motors is given the driver turns on the switch. When the motor starts the driver places the gear shift in first speed. While the driver is doing this the assistant driver takes his place on the running board of the vehicle. As soon as the assistant driver is sure that the truck is in first speed and ready to move he raises his left arm 45 degrees from a vertical position; by doing this he notifies the assistant truckmaster that the truck is ready to move. When all the arms are raised in his section, the assistant truckmaster raises his left arm and faces the truckmaster, awaiting the signal to move. The whistle signal forward is one long blast. The arm signal is: the right arm raised over the head and lowered to a horizontal position in front of the body. The movement of the arm indicates the direction of travel: Right here let us emphasize that all signals must pass through the following channels: the company commander gives his orders to the truckmaster, the truckmaster passing them on to the assistant truckmaster, the drivers picking them up from him. This is very important and the company commander should see that it is carried out in a manner just described. The driver does not take the signal from the truckmaster or commanding officer, but from the assistant truckmaster who is in charge of his section. When the assistant truckmaster gives forward, the drivers engage the clutch, and all the vehicles start at the same instant. Speed up: no whistle signal, but the forearm is carried to the shoulder and the hand rapidly thrust upward several times. This signal should be used only when necessary, as it is likely to cause more or less confusion. Slow down: no whistle signal. Arm extended upward and to the side at an angle of 45 degrees, and the hand moved up and down from the side. The truckmaster gives the signals and the assistant truckmasters take them from him ; then the assistant truckmasters pass them on. Shut off motors : two short and one long blast of the whistle. Arm signal : the arms crossed in front of the body at the waist, and moved sharply from side to side. The truckmaster gives the signal and the assistant truckmasters pass it on to their respective sections. Care should be taken to give the hand signal just as stated and that every man in the company understand it thor- M TO C Field Work— Lecture III Pa 9 e 3 oughly, since the hand signals are used under certain conditions without any whistle. Reverse convoy: the whistle signal is several short and one long blast. The arm signal: the truckmaster describes large circles above the head with the right arm. The assistant truckmasters pass the same signal to the assistant drivers, who then jump out and get in front of the truck, giving the back-up signal, which will be taken up later in the lecture. The driver stops the vehicle, puts it in reverse, and backs truck to the left of the road. The wheels are cramped to the right. The first speed is engaged and the trucks move around and forward to the right side of the road, taking up the prescribed distance. At the completion of this movement the company will be in a re- versed position. It will be necessary to change the markers so that they will be in the proper place. The company proceeds without further orders when trucks have reached their places. Back up is an arm signal. The forearms raised vertically, hands in front of and opposite shoulders, arms moved forward horizontally in the direction the trucks are moving. The palms held toward the trucks is signal to back; back of hands toward the trucks indicates signal for forward movement. Care should be taken with this signal that every man moves his hands in the same way. This will take some training as the men are inclined to slur the signals, substituting their own ideas of how it should be done. It is very hard for the driver to know just how he is to move his wheels unless the signals are correctly given. If the men are well trained and work together, the driver and his assistant can back the truck in small space and difficult places. The correct signal will be found in the M.T.C. regulations and in the Advance Notes. The driver should never look around while backing his truck. Verbal sig- nals may be used at night. Assemble: One long, one short, one long blast of the whistle. The arm sig- nal : Truckmaster takes his position at the head of the column of trucks, on flank, where assembly is to be made, and describes small circles above the head. This should not be confused with the reverse convoy signal; the only difference is the size of the circles. It is the duty of the company commander to see that these signals are carried out just as they are described in regulations, and to allow no signals to be used that are not authorized. Unauthorized signals invariably cause trouble and confusion. The general purpose of the motor convoy is the efficient transport of person- nel and material. The success of all convoys depends upon the proper func- tioning of the vehicles, the training and discipline of the personnel, and the exactness and initiative displayed by officers in the performance of their duties. M T C Field Work — Lecture IV Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE IV Organization of Motor Transport Company The duties of a company officer on the road are many. He must be on the watch at all times, because the success of the entire company depends upon the manner in which he conducts his men and company. His duties are differ- ent from those of officers in other branches. To have an efficient organization he must spend most of his time with his men. He must be very careful that discipline does, not become lax. He must also be thoroughly familiar with the office work, but we will not take that up in these lectures. The company commander is responsible for the vehicles and all the equip- ment, tools, etc. He must impress upon the men that they also are responsible to him and with him. It is his duty to choose competent noncommissioned officers to assist him in his work. He must see that all the rules and regula- tions of the Army and of the Motor Transport Corps are observed. He must see that any man who violates the rules of the Army and of this Corps is disciplined or punished according to military procedure. When the company is in convoy the commanding officer must see that the orders, rules and regula- tions of the M.T.C. are rigidly obeyed. Before a convoy starts the commanding officer will see that the supply of gasoline is adequate for the trucks, that rations and clothing for the men are sufficient, and that cargo is properly loaded. While the men are getting ready to leave he should spend his time inspecting the company, observing each truck and man, and seeing that everything needed is loaded; taking into considera- tion the length of time that they will be away, or when they will be able to get more supplies. He will also provide himself with the necessary maps, passes and orders. The truckmaster will assist the company commander in making his inspection. They will together inspect the loaded supplies and equipment. The commanding officer can, if he wishes, have the assistant truckmaster hold the informal inspection, but this is not desirable and should only be done, when some exigency precludes the commanding officer and truckmaster doing it. When the assistant truckmasters hold the informal inspection the assistant mechanic will report to the truckmaster, and the truckmaster to the company commander. When the company is halted the company commander will see that the drivers and assistant drivers do whatever is necessary to prepare the vehicles for an immediat start. He should then go over his company, making an in- formal inspection. He should also see that his noncommissioned officers are on the job, looking over the trucks, and instructing the drivers to grease, etc. Every second of time should be spent on the machines. It is the duty of the commanding officer to see that before the men are given rest, the convoy is prepared and ready to start at the command. MTOC Field Work— Lecture IV Page 2 At times the company commander will find it unnecessary to accompany the convoy, or in some cases the company will be split up, half of the organization goii g one place, and the other a different direction. In such cases it is for him ride which convoy is the more important and accompany it. He should then send the truckmaster with the other section, or if it is only one or two trucks, one of the assistant truckmasters may be placed in command. If the company is so divided that the number of assistant truckmasters is not suffi- cient, the commanding officer will then appoint his best drivers as acting assist- ant truckmasters for each group assigned to duty. Under the above conditions only should the company commander send the company out under the truckmaster or assistants, as his place is in active command, and he should be with the company at all times. Usually his place is in the rear of the company, but from time to time he should pass the vehicles in convoy to assure himself of their efficient operation. The commander should be on the watch for all vehicles compelled to fall out, and give the necessary instructions. He should remain no longer than is necessary to give instructions to the driver of a vehicle that has fallen out. He should then go on with his company. Of course, when going over unfamiliar roads, it is his duty to pre- cede the convoy. Before leaving the convoy he will tell the truckmaster what to do in his absence, how long he will be away, etc. If the company commander has reasons to believe that he will be^ away from the company for a consider- able length of time he should tell the* truckmaster where to halt the company until his return, or where he will meet the company. The company commander should, before entering a large town or city, tfass through it in advance of his company, obtaining all information regarding road conditions, traffic rules, etc., first telling the truckmaster where to halt the company, awaiting his return. Of course, in convoy, there will be other times when it may be necessary for him to leave, but he should leave only when it is absolutely necessary. When the company commander is in the rear of the train, the truckmaster is the guide ; he rides in the first truck of the first section unless the company commander places him at some other station. All railroad crossings must be examined before the arrival of the company, and if necessary a man, usually the assistant driver of the first truck in the first section, stationed there to pass on orders. The commander should state how many trucks should pass over a bridge at one time, usually one truck to a span. The man posted at a railroad crossing or a bridge tells each driver as he passes the orders of the commanding officer. The man stationed as a guide is picked up by the last truck in the company or train. When the convoy is halted, he resumes his original position. It is not good policy to split a com- .pany; but should it happen, it is best to split the company at one of the sec- tions. There have been instances where the men who were stationed as guides, jumped on the commanding officer's car. This should not be permitted. The man should ride only when invited by the commanding officer to do so. The commanding officer is l'esponsible for his equipment. Therefore he should not permit the vehicles under his command to go on ground that may injure them, such as soft ground, etc. If the commanding officer should, through an accident or error, put his company in such condition as to cripple it badly, he should try his utmost to get it in shape without communicating with his superior officer. In crossing bridges caution should be observed. In France, for example, each bridge bears a sign giving its capacity (the maximum weight it will stand). Very little leeway is given, and strict attention must be paid these MTOC Field Work — Lecture IV Page 3 signs. It is the duty of the commanding officer to see that all the men in the organization learn the different road signs, and are able to understand them. If the enemy is shelling a bridge, the crossing should be effected immediately after a shell has alighted, as bombardment is generally methodical, and there is an interval between shells. When the company is traveling independently, and it becomes necessary to pitch a new camp, it is the duty of the commanding officer to be there, as there are many things to do that require his attention. The first thing he must do before making camp is to go well in advance of his company and consult with the military authorities. He should make sure that the camping ground is suitable for the men, that it is not a damp or wet place, and that space can be had nearby in which to park the vehicles. In the territory of the service of supplies, towns and villages are generally under civil control. At the front they are under military control. In each town or village the mayor, or major, should be consulted before the camp is established, as he may be of considerable assistance. In parking the vehicles on a dead street or on soft ground, always keep the vehicles together, and if possible under the cover of trees for protection against enemy airplanes. These are only a few of the duties of the officer in charge of a convoy com- pany; he must be ever on the alert. The duties in the field of the second in command are much the same as those of the commander; to act in his absence, to assist him in all his duties, and to perform such tasks as are assigned to him by the commanding officer. At times it is necessary for the second in command to take over in whole or in part the responsibilities of the commanding officer. He must be prepared to do so at any time. The truckmaster holds a very important position. He is the first sergeant, and therefore is the immediate executive. He dispatches all truck convoys, attends to all calls, such as fatigue details, roll calls, etc. He transmits all orders and directions of the commanding officer, and is directly responsible to him. The chief mechanic is a sergeant and the assistant mechanics aae corporals. The chief mechanic is responsible for the mechanical condition of the vehicles of the company at all times. It is his duty to see that the assistant mechanics do their work and that they are efficient. He should also oversee all impor- tant work. He receipts for the equipment of the repair truck, tools, spare parts, etc. The assistant mechanics are generally assigned to sections, but they at all times work under the direction of the chief mechanic. The assistant truckmaster is the chief of his section. He is to his section what the truckmaster is to the company. He should at all times maintain dis- cipline. He is the intermediary between his men and the truckmaster. If a man wants to speak to the commanding officer he must first get permission from the assistant truckmaster, and then the truckmaster, who will try to straighten the matter out. If it is necessary, the truckmaster will give the driver permission to speak to the commander. All orders for the drivers should go through the assistant truckmaster. It is also his duty to see that the men are properly clothed. If the men are not properly clothed he should report the fact to the truckmaster. He should at all times woi-k with the assistant mechanic on informal inspection, making sure that his section is always in good condition and ready to move at any time. The assistant truckmaster has an important position, as he comes in M T O C /.■;,■/,/ Work— Lecture IV Page 4 direct contact with all the men of his section. He also makes all orders for repairs, and sees that they are carried out. Each driver is assigned to a truck with a complete set of tools, etc., and all necessary equipment, which he must keep clean and in good repair. This equipment is subject to inspection at any time; it is the driver's duty to see that everything which he is responsible or accountable for is ready for inspec- tion by superiors at any time. He should spend his time on the vehicle, keep- ing it in first class condition, making all minor repairs and adjustments. The assistant driver works under the driver, the driver assigning his duties, that is, the work he is to do: cleaning for inspection, greasing, etc. The driver will not permit overloading, as ordinarily he is responsible for the safe delivery of the cargo. He must be familiar with the instructions issued for operation and mainte- nance of the particular vehicle assigned to him. He keeps the log book accom- panying the vehicle, which is the service record of same. He also keeps account of all gas, oil, etc., used for his vehicle; makes out accident reports, etc. Both he and the assistant driver must know the road rules. Now if you have listened and understood what has been said, you must surely know that to make your company an efficient M. T. C. unit you must be everlastingly on the job. M TOG Field Work — Typical Quiz Questions Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK TYPICAL QUIZ QUESTIONS (FOLLOWING LECTURE IV) Typical Quiz and Examination Questions on preceding lectures of the course : 1. What is meant by S.O.S.? (a) Of what is it a division? (b) Into what 3 sections is it in turn divided? 2. Is the Motor Transport Corps answerable for the good condition of troops and supplies that it transports? 3. In what way can the training of units of infantry be compared to the training in the Motor Transport Corps? Explain with aid of diagram. 4. Give any five road rules. Why is the 10th road rule of vital importance in time of war? 5. What is your idea of Routes Gardees? (a) In what zone are they found? (b) In what relative direction to the front line trenches may they run? 6. We say the truckmaster must be a man of force. Just what do you understand by this? 7. How many men are there in a Motor Truck Company? What ranks and how many of each rank? 8. How many of the personnel in a Motor Truck Company carry side-arms only? 9. What is the rank of the company clerk and what are some of his duties? 10. What is the difference between the arm signals for Reverse Convoy and Assemble? 11. Give all distances between trucks and between sections in open and closed formation driving. 12. Give the speed limits for trucks, in towns and villages and open country roads. 13. How may you and your organization be "hustlers" and yet seldom, if ever, break the speed limit? 14. Which goes more into detail, a civil or a military map? 15. What are contours and what do they immediately convey to the mind when seen on a map? 16. How would an overhanging cliff be shown? 17. How many feet are there in one meter? 18. How many feet in a kilometer? 19. Are men required to give receipts for their convoys in the advance zone? M to c Field Work — Typical Quiz Questions Page 2 20. Name two things you will try to do if, during convoy, you are attacked by airplanes. 21. Why is the loading of troops handled under such a thorough system? 22. What is the French word used to denote gas attack, and what must you do when you see that sign? 23. What kind of formation always is the order when crossing a bridge of any length? 24. On which side of a pontoon bridge must the driver keep his truck? 25. What is the assistant driver required to do when the truck is backing on a corduroy road? M to c Field Work— Lecture V I'« \SD © ( SMALL > Sous Prefecture Prefecture Chef Lieu de Canton SUe HEADQUARTERS (HEADQUARtfRS) (principal place in camp) MTOC Field Work— Lecture VIII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD LECTURES LECTURE VIII Loading and Unloading Material When trucks are being loaded prepai'atory to convoy, the cargo should be properly distributed and adjusted, each article placed so that it will travel un- damaged and at the same time not take up more space than necessary. Trucks in the M.TX. will be called upon at some time or other to carry mixed cargoes, l-epresenting nearly everything that is supplied to the army. To give the student an idea of what may be encountered in loading we may men- tion one load which contained bridge supports, coal, troops, fresh fruit, oil in barrels, ammunition, office furniture, clothing and ordnance. In an emerg- ency mules may be carried. It is evident that as in all other branches of the service, judgment must be used in distributing such things. A barrel of oil should not crush a crate of fruit, or be placed near a bundle of clothing that might be soiled by it, nor should ordnance and furniture be carried together. This is speaking generally, however, as in emergencies a great many things will be carried regardless of classification, the main object being to get things moved. It is forbidden to drive nails, staples, lag screws, or any similar thing in the wooden carriage or box of a truck. Plenty of rope is provided for lashing articles securely to prevent side sway and rebound, but the main thing is the foresight and ingenuity of those who load or supervise the loading at the sup- ply depots and dumps. Cargoes should be well covered from direct sun or rain. The wastage of war is terrific and every care must be taken in handling supplies to minimize it. If a certain article or group of articles is destined to be unloaded en route, place these things in a separate truck that may drop out of the convoy, unload and then join the convoy later. If there is not sufficient of these in- cidentals to make up a load, place them is as accessible a part of the main load as possible so that when the destination of that article is reached, time will not be wasted by tearing the whole load to pieces to locate it. Overloading a truck is bad and is forbidden. During the present emergency the shortage of trucks has necessitated the breaking of this rule, but clearly understand it has never been done, and must never be done, without order from proper authority. The following list of engineers' supplies and ammunition gives some idea of the materials to be carried. A table of weights is also supplied to give the student an idea of the relative weight of various articles and the quantity that may be, with safety, loaded into a truck: MTU C Field Work— Lecture VIII Page 2 Miscellaneous quantities which can be loaded into motor trucks ARTICLES Gas Tanks. Tires Penumatic. Mail Bags Tarpaulins Barrack Bags Trunks, Army Men Men How Packed 50 gal. full 50 gal. empty .. 13 gal. full 13 gal. empty .. Assorted Sizes. Baggage Without Baggage. Loaded and Lashed 1% T 3 T. 500 gal. 10 900 gal. 18 18 27 390 gal. 30 780 gal. 60 34 125 75 150 30 50 25 50 25 50 30 60 12 20 18 35 5 T. 1350 gal. 27 27 1300 gal. 100 125 150 60 70 70 60 25 35 Engineer Stores quantities which can be loaded into motor trucks 1 % Ton Truck 3 Ton Truck 5 Ton Truck 750 80 1% 12 1200 100 1600 40 20 1200 30 4 350 500 500 700 40 ■20 30 25 5 42 80 10000 1 2 650 10 46 1 40 1/3 1500 100 3 24 3000 150 2500 80 40 2500 60 9 500 1000 1000 1400 80 40 3 5 32 75 70 130 15000 2 2 1000 20 92 2 50 1/3 2500 Bricks 120 5 Cement, bbls. 4-100 lb. bags) 30 3000 Duck boards, (6'6"xl'6") 150 2500 110 65 3500 80 Paint, 50-gal. bbls 14 Pickets, wood, 50% long and 50% short Posts, angle iron (50% 5' 10" long) 500 1700 1700 2400 Rails, lO'O" to 12'0" long, 25 lb. per yd 110 70 35 32 Revetting, hurdles, 7'3"x3'2" 75 70 Roofing felt (216 sq. ft., rolls) 130 15000 2 Shelters, steel, small, complete Round posts, 6" rough lineal feet Tar. waterproofing, 50 gal. bbls Ties, for narrow gauge, 4'6"x6"x4" Wire, barbed, 50 lb. rolls 2 1000 24 152 3 50 M TOC Field Work— Lecture VIII Page 3 J3 a a s OS S o o -ft a OQ V a U a a a U a g ft d u ci u -a c 4> _ — - 4> m J3,« — 3 to 3 CO U Q j etc o =3 -' 1 -o 3 01 3 O B U — u 3 S ~ X X 03 y ccj 3 41 3 o 4J B 3 — 4J 41 o; js a — Ci) 3 o t- E g 3 -a a v ■*• 3 o- =3 41 w a ■d 3 U B u a 'a c _ hi o K Z C e c fc. a < - p p. y < .CO — K . CO "OS u us e =s n a 9 OS o< to 0) n a 3 us a o w o a o u _ = i ft -.0 M O oi o * O ° — ' o GO 0 a u oe 0< en a? 4) B 3 ft 1- oj « Si — ' O "a o o ca p. o 4) 4) O B O O 2* 1^ B "~ SS& u o V V O B o o 2*5 1^ U CU u O u: 4> li §s — -fl o •* 'O 'cu o a ft a o -f O oi V en o ■* us 1? u a ft 4) a -f us . — CO CO o o •-; c - •* a c 03 CM 93 O* cu a o U3 CM a o ^ 4J 4J O ci O O 3°* "5 BS O oi 8 « — t- to B CJ O us ex 1* O oi 4> o^ §s — C5< to o< to a"3 O oi §s o o< CO CL a u >* O oj cu £ §2 — o o o< CO D a X ^ US a o O 95 C c X a a us «s OS 4.' .- 5 ia CM e O a: « Si 8 ° — o* US "3 CO o 3 ^ s _o co os *°-ft- O oi 4) »j a a 4J =3 7-.-Z. o ^ us > O oi 4> oi §s — CO US I-* cu to ex O oj 4> Si O B 8 ° — CO us rH "5 ■_' a - ss OI C < a u 0) % ft a o P ft, B u u cu 5. s o fj 3 6 5 U u 4) 5. S o U G 3 3 5 CS u o s o a [5 4> B u a i- ft "V3 -3 f. CD 4) h B J3 o b CD a u Oh "3 -3 9 01 I- a u 1 I- ft, J3 cn u a M a -3 u u Cv 3 ft V a a co B a 3 J :n _a la" us us a J 8 c 3 O (J 00 c* o X k 00 MTOC Field Work— Lecture VIII Page 4 The following instructions with reference to the handling of ammunition must be carried out to the letter: 1. In handling all types of ammunition, care must be taken that crates are not broken ; or, if uncrated that the copper bands at base of shell are not scratched. Damaged bands render the shells not only useless but dangerous to fire. 2. Do not allow colors painted on sheiks to be effaced ; they were put there for a purpose and are necessary. 3. Protect ammunition from sun and rain; both are harmful to the high explosive filling. 4. When fuses are attached to shells, do not handle by fuses. You may destroy the protective cover and ruin the fuse. Where fuses are not attached, plugs replace them; should one of these fall out, put it back at once. 5. When handling gas shells, be provided with masks to protect against leaky shells. 6. All ammunition is highly explosive, therefore dangerous. Do not smoke while moving it and HANDLE IT WITH CARE. M T C Field Work— Lecture IX Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE IX Convoy Problems When an order is given to an o.'ncer to proceed to some specific place with a convoy, he may or may not be familiar with the route, but he must be able to take a map of the country through which he is to pass and as far as pos- sible from that map figure his trip as to the number of miles. If his trip is not a direct trip, he must have foresight enough to make all stops required and not double on his tracks, thereby wasting tires, gasoline, labor and lastly what is most important of all, time. This procedure resembles the problem sometimes given by railroad companies in their schools. In that case a switch- man working in a congested freight yard must spot cars on different spur lines or sidings with the least "doubling" of the switch engine. Being familiar with French maps and their different signs you will learn from them precisely what sort of roads, streams, fords, you will encounter; will give you in fact, a very accurate description of the territory over which you will pass. The study of military maps has been taken up in previous lectures in the course, and it is assumed that the student has familiarized himself with this in detail. The following problem is submitted as an example, and in the future other problems will be given as exercises. Convoy Problem The following problem with remarks on its solution is given as a practical example of conditions to be found and situations to be met in the transport service at the front: The Commander of the Motor Transport Company at M (see sketch on p. 4), attached to the th Army Corps, and operating three-ton trucks, is given the transport order shown of form M. T. S. 116 attached, at 10 P. M., May 15th. Solution of Problem Upon receiving this order the company commander must first consider just what the present status of his company is, i. e., how much gasoline and oil he has; how many of his trucks are under repair; the status of his personnel, and his supply of rations. He must then study his map with a view to pre- scribing the itinerary to be followed and calculating distances between points, M T c Field Work— Lecture IX Page 2 O o o 5 o x a> a ! < X hh* ' W , o o EC H- •f. a> ^ '-: -u D - P 3 •j, fc a > in < O H a K as c (4 a H OS ; Oh m P 2 03 £ Oh < X H W 03 - o - '^ H o < Z S M W X M-g £ be ►5 .5 1-5 '3 l-H & o CO +J — o ° 8 &_ -^ s MTOC CO s — c o 3 o Route to load M-A. Route to unload A-Y, except that vehicles for Z will use X-Z to unloading point. All vehicles via Y-Z-C to new permanent camp at C, which will be es- tablished under Capt. Doe, 15th Supply Train. Gasoline and oil can be obtained at N. Major Blank at A will advise destination of troops for Y and Z. o Z 3 O 85 p OS o fa 03 O Ph H 03 o o O 6 A.M. May 17 To (Place) Y and Z See re- marks Tons To Transport 500 men and bag- gage I D < O ^ 03 O &H o Oh H 03 To Officer Major Blank At (Time) Oh" 1—1 CD Oh < O s 3 Vehicles CO Field Work— Lecture IX Page 3 O t< H C 56 o PQ d 1 3 W OS c .. o o 3 ^J be c 1 = 3^3 § to aj .2 o o % 3 . > s © s c ., o o w VJ W — - y J - = to 5 _w H _Q "*" 2 fth 5 j= g£ 13 " O j-h O O X u 0) £ *h" - ° s J u J » S « 3 S=j rrj -C ?h P» <-> O 0) O 0> _ -u !h CO O X -u -u ,^ tO 0) -<-> - o ~ V 3 -£ o S3 g^TS » JJ g 41 o ^x+* -v o -^ c & 33 c ^ oj ^ 33 5^ f c £ „.2 O » h g !< tO T3 Sh 0) o CS * c 2 "O o ft* ol W - u 2 oi ^ >j F-H 3 O n 0? o Til .. o . s ° " t ? S3 52 to (_, _to ■& -3 3 ^, 3 J3 3S^ # m 5 £ S s- x: p x: u T3 ^ tf - O O O • ~ 73 T3 C as ■c c — bc-c O +3 ■& 3 0) ° 11 to u X o ^ a, M C 3 «H 3 O +j ffi b. >. CS A S § w T2 0) £ T3 0) +3 CO o w od a> 3 M bo T3 o 03 > 3 a 3 ~ H O a H M . aj 3 ^J TJ o to 3 o -r 53 c M M 3 3 o »H 3 bo^ 5 V o to t_4 3 x bo •r 3 3 .2^3 -3 H o A E" 1 "3 o to > s ° -3 H ^ 3 ? X OJ * — >» 01 J 03 -3 ty: a a Xl w ^3 3 TZ t" 3 o £ bo 2 bo CJ 3 o to rt >, >> 3 3 "3 3 -H «> 3 i; -3 3 o X >> 3 C 3 3 „ 3 bo _-< 3 .2 'S o 3 O 3 3 53 0) . 60 ^ -3 33 o -r > 5 S H-5 o ^ m x 3 o 3,'M s-S 2 ■8 3 bo Field Work— Lecture IX Pa V e 4 so as to be able to determine his hours of departure, his speed, and such other matters as are outlined below. He must then calculate the distance he can go on the amount of gasoline and oil he has on hand and where he must replenish his supply. The company commander must then issue definite and written orders to his noncommissioned officers, prescribing that the convoy shall leave at 6 A.M. (this being the hour of departure he determines upon as necessary in order to arrive at the loading point on time) and showing the itinerary to be followed and the times and places of loading and unloading, and must direct that the men take all their personal equipment. Supposing that one of his cargo trucks is in the repair shop, he will calculate that, at a rate of 20 men per truck, he will have but one empty truck. He will direct that this truck be placed in the rear of the convoy just in front of the file closer's truck. Supposing that the amount of gasoline and oil in the cargo trucks and in one of the two tank trucks will safely carry the convoy to the point "K" v'a "A," but not to the unloading points, he will direct that at 8 A.M. the other tank truck shall proceed to "N," fill up, and join the convoy at the point "K," where the convoy will be halted to replenish with gasoline and oil, to rest the men, and to provide the men with their supper on the evening of May 16. Eight A.M. is set as a convenient hour of departure for the tank truck, which will allow the men time to assist in breaking camp, and to arrive at point "K" on time. The company commander will direct the cooks to prepare breakfast for all the men at 5 A.M., May 16, to furnish all men with the necessary rations for one meal to be taken by them in their trucks, and to attach the kitchen trail- mobile, with all equipment, to the gasoline supply truck going at 8 A.M. to "N." The cooks will furthermore be insti-ucted to furnish the men with a hot meal at the point "K," with hot coffee after final unloading just beyond "Z" and with breakfast on the morning of May 17th. MTOC Field Work — Lecture IX. Page 5 The company commander will direct his lieutenants to remain behind witn the motorcycle side-car, a responsible noncommissioned officer and sufficient personnel to break camp. As soon as possible after the departure of the gasoline supply truck and the kitchen trailmobile at 8 A.M., the lieutenant will proceed with all remaining camp equipment (loaded in company supply truck) to the town of "C" where he will make all necessary arrangements with the commander of the 15th Supply Train for the establishment of a permanent camp. The driver and assistant driver of the disabled truck will be directed to proceed to "C" as soon as their truck is repaired. On the road the company commander will act as prescribed in the manual under "Road Rules and Convoy Discipline." The commander will be at the loading and unloading points well in advance of his convoy, in order to make all necessary arrangements and will designate a point just above Z on the road to C, where the first section of his convoy, which unloads at Z, will wait for the second section, which unloads at Y, and hot coffee will be served. On the route M to Z, the convoy will be run as a single unit. En route, the commander will pay particular attention to maintaining the unity and the necessary speed of his convoy, and to the comfort of his men. On his arrival at the new camp at C, he must immediately pay particular attention to two important duties; 1st, to put his company in readiness to take the road again immediately; 2nd, to rest his men. M T o c Field Work— Lecture X Pa 9 e 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE X Parking Rules When it becomes necessary to pitch camp while on extended convoy trips, care should be taken that the site is a suitable one. The commander should at first make sure that the parking ground is as near to the camp as possible. He should never park the vehicles on a dead street or soft ground. He should keep vehicles together and easily accessible, if possible under cover. Trees are good protection against enemy airplanes. He should never park the vehicles near a bridge. Bridle paths along rivers and canals afford good parking facilities. If hard ground can not be found for parking, crushed rock or a substitute must be used to give foundation and traction for the wheels, which are parked to suit — in column of section, line of sections, company front, etc., as will be explained later in the lecture. Do not split convoy company when parking. In towns and cities companies in convoy may have to be parked at the curb. The commander must establish a guard. Now we will take up the formation of a motor company, in company front or line formation. It is as follows: The first truck of the first section is the right guide, through the staff car and motorcycle, when in position, are at the right of it. Frequently the company will be in line formation when the staff car and motorcycle are on duty. Hence the first truck is always used as right guide. The repair truck is the left guide. Trucks are placed in order of num- ber of sections and sections are placed consecutively, the first section at the extreme right, the second section in the center and the third section at the extreme left. The supply tank and the repair truck are aligned with the third section of the left, in the order named. The distance between trucks is two yards, the distance between sections is four yards. When in position the motorcycle is two yards to the right and abreast of the first truck of the first section and the staff car is two yards to the right of the motorcycle, with the front wheel hubs abreast. Alignment is taken from the lining posts or when lining posts are not used, from the front wheel hubs of the trucks. Front wheel hubs of all vehicles are abreast in cor- rect alignment when in permanent parks. Frequently in temporary parks lin- ing posts are used. One is at the extreme right, one at the center, and one at the extreme left. Alignment is taken along the tops of these posts and the radiator filler caps. In column formation, standing trucks and sections are one behind the other, covered in file. The distance between vehicles is seven yards and between sections is 20 yards. The staff car is the leading vehicle of the column, cov- ered at the prescribed distance by the company motorcycle. The first truck of MTOC Field Work— Lecture X Page 2 the first section covers the motorcycle. The supply truck covers the last truck of the third section at a distance of seven yards. The tank truck covers the supply truck and the repair truck covers the tank truck. In column of sections the sections of a company are parked one behind the other, covered in file, the first section being the first line of trucks, covered by the second section, and the second section covered by the third section. The distance between trucks in line is two yards, the distance between sections is seven yards. The company motorcycle is two yards to the right of the first truck of the first section in line. The supply, tank and repair trucks are in line at the rear, on the extreme right, and at a distance seven yards from the line of trucks in the third section, covering the first four trucks of that section. The distance between trucks of a section is two yards. The distance between sections is seven yards. The staff car is two yards to the right of the first truck of the first section, front wheel hubs in line. The company motorcycle is two yards to the right of the second truck of the first section, front wheel hubs in line. Tank No. 1 is two yards to the left of the third truck of third section, front wheel hubs in line; tank No. 2 is two yards to the left of the fourth truck of the third section, front wheel hubs in line. The repair truck is two yards to the left of the fifth truck of the third section, front wheel hubs in line. The starting and stopping of a convoy is an important operation. All vehicles of a convoy must start simultaneously at a speed of two or three miles an hour for the first 200 yards, in order that the proper distance may be taken. Of course, getting out of the park the trucks can not all start at the same time. The first truck leads, the second truck follows and so on, but at a slow rate of speed. MTOC Field Work— Lecture XI Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE XI French Road Rules and Regulations It is absolutely necessary that you know French road signs because all along the French roads you will see these signs printed in black and white for day use and illuminated for night use. An illuminated sign is generally made in an ordinary box, coxered on one side by cloth with black letters painted on the cloth. They are placed on posts with a light inside the box. The light is very dim so aviators cannot see it, but you can see it from the road. These signs will give directions and will tell you whether or not there may be gas in that region. When you pass a Gas sign, it is the regulation that the gas mask be hung around the neck ready to put on, because you may have to use it on a few seconds' notice. Convoy routes are often subject to gas bombard- ment. The most frequent road signs are the following: Ralentir Slow up Passage a Niveau Railroad grade crossing Tenez Votre Droite Keep to your right Tournant Brusque Sharp turn ahead Croisement Cross road Virage Sharp turn ahead Cassis : Bad bump ahead Sens Obligatoire Must go in direction indicated Sens Unique One way only Defense de Doubler Do not pass any vehicle going in the same direction Convois Double Circulation Convoys must use road in both directions Vitesse Maxima Maximum speed Defense de Stationner ....Prohibited to remain stationary Gaz Gas The signs: Ralentir — Slow up; Tenez Voire Droite — Keep to the right; Sens Obligators — Must go in direction indicated, are all very important. You will find one-way roads all along the front when traffic is allowed to go only in one direction. These roads are marked Sens Unique — One way only; Defense de Doubler — Do not pass any vehicle going in the same direction — is also im- portant. The sign Vitesse Maxima — Maximum speed, is used a great deal at the front and indicates the speed limits. Sometimes these limits are a good deal lower than the usual average speed, in which case they are posted on this sign. The capacity of a bridge is posted on a similar sign near the Vitesse Maxima. Besides these most frequent signs there are a multitude of others, the meaning of which you will have to learn by actual experience while in France. Noncommissioned officers and even drivers will realize how necessary it is for them to be able to read and understand French road signs when they are MTOC Field Work— Lecture XI Page 2 called upon to take charge of independently working sections of trucks. Under such circumstances, which happen frequently, they are entirely thrown on their own resources, and on their knowledge of signs and map reading depends the success of the trip. For instance a convoy that has been working as a unit up to that point, reaches a junction in the road, where it is split, one sec- tion moving in one direction, two or three trucks in another and the rest going straight ahead on the main road. A little further on the convoy may be divided into still smaller units which proceed by different ways. The drivers and section chiefs in charge of these small units are responsible for the correct and prompt execution of the orders; which clearly shows the importance of studying signs and maps. Another very important subject is the ammunition, supply and engineering dumps which have been referred to on previous occasions and of which this lecture will give you an idea. Most of the ammunition, engineering, and sup- ply dumps, except where the material is stored in warehouses, are either in open fields or forests. It is not so necessary to camouflage the engineering material or supplies for the simple reason that even if they are bombarded there is no danger of explosion. The ammunition dump is made as irregular as possible and the ammunition is scattered all over the field for the reason that if the dump is bombarded it would have to be hit a good many times to suffer much damage. As a further protection, sand bags are placed around the ammunition dumps. A dump consists of several yards between which there are roads for the trucks, which enter by a special entrance. An interesting problem is the engineering or supply dump. The office is near the main entrance. The roads in the ammunition dumps are what we call corduroy roads, made of logs, which are fastened together with large staples. They are laid through the whole park and it is impossible to get a better road for use in a dump, as they afford good traction due to the rough surface. A truck rarely skids on them as long as it keeps squarely on the road, but if it slides off the road it is very difficult to bring it back again. To avoid the danger of getting a wheel in the ditch, the best and most prac- tical way is as follows: The first driver is at the wheel and the second driver is on the road in front of the truck. By a system of hand signals, the assistant directs the driver which way to go, so that all the latter has to do is to watch him. If these two men get their signals down in good shape, they will be able to place the truck in about half the time it would take one man to do it. If the man on the ground wants the driver to go straight back, he signals with his hands, the movement and speed of his hands indicating the direction and speed of the truck. Suppose the driver is going straight back, and a wheel of the truck begins to get a little off the right of the road. In this case the assistant will move his left hand in the direction the rear wheels are to be turned and vice versa. The truck is then backed in the direction of the hand signal. ■ If the driver remembers that on the road and pays attention to the man ahead of him and assumes that he knows what he is doing, he will find he can back without difficulty no matter how narrow the place. In the American schools in France, the instructors will plant a couple of posts in the ground and make the men practice sometimes for hours backing between those posts. In this way the drivers in France learn to back their trucks. When a section has completed loading at the dump during the day, the ser- geant is given instructions by the company commander to proceed to the point of unloading. At night it is customary to form the whole company before leaving the park. M TOC Field Work — Lecture XI Page 3 Bridges As a rule the bridges in France are of huge I beams swung across the rivers. It is absolutely forbidden to have more than one truck at a time on such a bridge, and to enforce this the bridge is guarded. The truckmaster should first secure the location of bridges from his map and on approaching one, order his trucks to spread out. This will eliminate the confusion which generally follows when a line of trucks comes to a bridge Approaches soft Only One Truck on Bridge at a Time suddenly and has to slow down. If this precaution is taken, the convoy will pass the bridge without jamming and confusion. The first truck, after it has crossed the bridge, slows down to allow the other trucks to close up. A great many military bridges are one-way bridges, and it is necessary to return by other roads. The same may be the case with bridges that will hold only empty trucks. It also frequently happens that a bridge which you have crossed in going out is destroyed by shell fire before you come back. The officer or, if he cannot go out on the road, the truckmaster, should go ahead of his trucks and reconnoiter all bridges and determine first if a crossing Only One Truck on Each Span at a Time can be made. If he does not do so before the convoy arrives, he may have to turn his convoy around, and valuable time may be lost. In crossing a bridge of two or three spans over a wide river, the regulations prescribe that one truck at a time is permitted on a span. When the first truck has crossed the first span, the second truck comes on the bridge. MTOC Field Work — Lecture XI Page 4 Special care must be exercised in crossing a river by a pontoon bridge, with loaded or unloaded trucks. This type of bridge will be quite straight on canals, but on a river, where there is a current, the pontoon bridge will take a curved shape and there will be openings between the boards. When a bridge is laid the attempt is made to keep it straight, but the current will spread the bridge and great care must be taken to avoid accident. J&OA/TOOA/ 3Je/0G£ /?££/* TO OPST/ee/lM £D&£ TO <4\ZO/D Cje<4CATS //V />L<4MK/MG The first and most important rule is to run very slowly. The approach to these bridges is usually very difficult. When the soil has been softened by rainy weather it is almost impossible to pass, as a skid might cause loss of control of the truck. In any case it is advisable to avoid a pontoon bridge, if possible. M TOC Field Work — Lecture XII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE XII Discussion of Night Convoy Corrections of Work Done Instruction on Future Work As this is of local nature, no set material is furnished. Each instructor is expected to give the time to a consideration of local work. Field Work— Lecture XIII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH MOTOR TRANSPORT CORPS Motor Truck Officers' Course FIELD WORK LECTURE XIII Relations with French Authorities in Obtaining Billets When troops are required to spend several days in or close to a town or village, certain rules are laid down for the conduct of the military in relation to the civilian population. They might be termed courtesies. The days have long since passed when a soldier quarted near, or billeted in, a town could do as he pleased without regard to the feelings of the civilians, merely because he carried arms. Unless all arrangements have been made for the company, the company commander must observe the following rules : (a) If possible, always reconnoiter the new site well in advance of the change, and consult with the military authorities of the place. Make sure of suitable billets, or camping ground, for the men and of parking space for the trucks. The two should be as near together as possible. (b) The park for vehicles should never be on a dead end street or on soft soil. The vehicles should be kept together, so as to be more easily accessible and more easily guarded. If possible, keep them under cover of trees, so as to be less visible to enemy airplanes. (c) Upon arrival, attend to the more important things first. Assemble the men and give them all necessary instructions. Establish guard, billet men, park vehicles, find out where to draw rations, and establish kitchen and mess facilities. (d) Arrange for garbage disposal. (e) Construct latrines, if necessary, according to standard specifications. (f) Be sure of a good supply of di'inking water and water for washing. (g) Look up existing rules of the town, and establish police rules govern- ing the men. (h) Arrange for telephone connections. (i) Find out locations of new ammunition depots, engineer parks, etc., to be served. (j) Ascertain the location of the service park the company is assigned to. (k) Arrange for gasoline, oil and wood supplies. (1) When changing cantonment, if arrangements have not been made be- forehand for the company, company commanders must, after reconnoitering the general site of the new cantonment, consult with the French and with the American authorities of the town or district. If in the zone of the armies, the "Major de Cantonnement," or military commander of the town will be looked up. Otherwise the "Maire" (Mayor). M t o c Field Work— Lecture XIII Page 2 (m) On leaving the cantonment, the company commander should make it a point to see that it is left clean. If desirable, a certificate may be obtained from the French authorities in proof of the fact that no material damage was caused by the company during its stay. (Called a Certificat de bien vivre). In the territory of the S.O.S. towns are generally not under military control, and then of course it will be necessary to consult only with the civil authorities. A few additional rules may be added, such as: Do not park near a bridge. Remember that bridle paths along rivers and canals afford good parking. Bar- racks should be elected in sunny places rather than in heavily wooded districts. Crowding should be avoided for sanitary reasons, and barracks should be camouflaged and provided with anti-airplane curtains. Lights should not be shown, and windows should be fitted with tar paper curtains that can be rolled up. In some instances shelter dugouts are needed. If hard ground cannot be found for parking, crushed rock as a substitute must be used to give a forma- tion to support the trucks and also give traction to the wheels. A company should not be split up when parked. M to c Field Work— Lecture XIV Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE XIV Discussion of Night Convoy Discussion of previous afternoon and night convoys. Method of operation of night convoy in France. Discussion of Previous Afternoon and Night Convoys Method of Operation of Night Convoy in France m t oc Field Work— Lecture XV Pa 9 e 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK LECTURE XV Inspection Formation Under ordinary circumstances notice of formal inspection will be issued sufficie~t"y in advance to permit the men to prepare their vehicles for the occasio l. When the time arrives frr the inspection, the company commander direct the truckmaster to proceed. The truckmaster will then form the company, and command: 1. Prepare for inspection. An interval long enough to permit the preparation of vehicles should intervene before the next com- mand. 2. MARCH. At this command the company commander takes position one yard to the right and 2% yards in advance of the right front wheel hub of the staff car. The second in command takes position one yard to the right and two yards in advance of the right front wheel hub of the staff car, facing the front. The truckmaster takes position 18 inches to the right and 2% yards in ad- vance of the right front wheel hub of the staff car, facing the front. The assistant truckmaster of each section one yard to the right and 2% yards in advance of the right front wheel hub of the first truck of his section. The chief mechanic takes position one yard to the left and 1% yards in advance of the left front wheel hub of the repair truck. The assistant mechanic takes position one yard to the rear of the assistant driver of the last truck in the first and second sections. The driver of each truck takes position immediately behind the right front wheel hub of his vehicle, left sleeve touching the fender. The assistant driver takes position immediately behind the left front wheel hub, right sleeve touch- ing the fender. The driver of the staff car takes position immediately behind the right front wheel hub of his vehicle, left sleeve against the fender. The motorcycle rider takes position in line with the front wheel hub of his vehicle and against the side car. In column formation the company commander takes position 2 yards to the right and 2 yards in advance of the right front wheel hub of the staff car. The truckmaster takes position 1 yard to the right and 2 yards in advance of the right front wheel hub of the staff car. The assistants take position as in inspection in company front. The chief mechanic takes position one yard to the front and one yard to the right of the driver of the repair truck. The a distant mechanic takes position one yard to the rear of the driver of the last truck in the first and second sections. The driver and assistant driver take position as in formal inspection in com- pany front. The preparation of vehicles for all formal inspections are the same. The vehicles will be washed, all exposed mechanical parts requiring oil or grease will be washed with sal-soda solution, all black grease being removed. (Gaso- M T c Field Work— Lecture XV Pag" 2 line is not to be used for washing vehicles at any time. It is the duty of the company commander to see that this is obeyed ) The new yellow grease must Le oozing from all joints and kunckles requiring lubrication. After forcing the new grease through the joints, the grease cups must be filled and screwed down far enough to catch the threads. The sides of the hood are to be removed and placed against each front fender. The wing nuts that hold the sides in place are to be placed on the hood rest. The outside of the motor is to be thoroughly cleaned, the mud pan removed, cleaned, and replaced. The tool box must be op©n and the equipment displayed; the tools must be clean and in good condition. The hood top is raised and pLaced on the hood rest. The transmission, shift- ing levers, and steering apparatus are to be cleaned and absolutely free from grease on their exteriors. Floor boards, clean on both sides, are removed and placed on end against the running board, just below the seat frames. Tops must be raised and strapped in uniform position. Tarpaulins must be uni- formly arranged if on trucks. Battery box covers are to be removed, cleaned and placed on end against battery box. The battery connections must be free from corrosion, vent plugs removed, and distilled water showing V2 inch above the plates. None other than a regulation truck equipment is to be kept in the tool box or compartments provided for equipment. The tail gate will be down, and the body thoroughly clean inside and out. Note: — The position of the vehicles will be found in Lecture No. 10 of this course. Informal inspection should be carried on continually by the commanding officer, truckmaster, asssitant truckmasters, and mechanics. Informal inspec- tions are made to ascertain the general appearance and condition of vehicles, and for the purpose of enforcing correct cleaning, oiling, greasing, and upkeep by drivers. M T OC Field Work— Lecture XVI Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD LECTURES LECTURE XVI Motor Transport Officers The Motor Transport Corps, A.E.F., is under the direction of the Director, Motor Transport Services who is responsible to the Chief of Utilities for its efficient operation. We will show on the next page the chart of organization of the M.T.C., A.E.F. to see at a glance the interrelations of the service. Reference to motor vehicles unless exceptions are made will be construed to include all truck trailers, automobiles, motorcycles, bicycles, etc., in any service or staff corps whatsoever and for whatever purpose they may have originally been assigned. All motor vehicles with cargo carrying chassis are classed as trucks. Tractors, designed primarily for traction purposes, and tanks are excepted and do not come under the jurisdiction of this Service, their responsibility being charged to the Ordnance Department as are also their supply and maintenance. We may describe the functions of the Motor Trans- port Corps as follows: (a) The technical supervision of all motor vehicles. (b) The reception, storage, maintenance and replacement of all motor vehicles. (c) The storage and supply of spare and repair parts, tools, accessories and supplies of all motor vehicles. (d) The establishment and operation of all M.T.C. garages, parts, depots and repair shops. (e) The organization and technical training of M.T.C. personnel. (f) The salvage and reconstruction of damaged motor vehicles. (g) The homogeneous grouping of motor vehicles. (h) The operation, in accordance with instructions from the proper com- manding officer as to their employment, of groups of motor vehicles of Class "A" as defined in the following paragraph : Organization of the A.E.F. Note: Gl, G2, and G3, etc., denote one or more assistants in the General Headquarters regardless of rank. With respect to the control exercised over them by the M.T.C. motor vehicles may be grouped into two classes, viz : (A) Those whose operation the M.T.C. controls, and for whose efficient functioning as transportation units it is directly responsible. (B) Those over which the M.T.C. exercises merely technical supervision. Class "A" includes all cargo-carrying or passenger-carrying motor vehicles M TOC Field Work — Lecture XVI Page 2 used for general transportation purposes in the S.O.S., and the motorized por- tion of such reserve trains as may be held for general transportation purposes in or in rear of an army, under control of the army command. Class "B" includes all motor vehicles not included in class "A." Substan- tially these will be such motor vehicles as are assigned by tables of organiza- tion to organizations such as divisions, corps and armies. As explained above, the M.T.C. controls the operation of Class "A" vehicles, but merely maintains a technical supervision over the operation of Class "B" vehicles. This technical supervision will, however, be interpreted very broadly by all concerned. Bulletins will be published from time to time concerning the proper methods of operation, care and maintenance of motor vehicles. M.T. officers will keep themselves constantly informed as to how motor vehicles of the organization to which they are attached are being used, and will report to the proper commanding officer any abuse which they discover. The com- CSC DM. C.Q. C.TS.C.M. COD. C.G.S. " CAS. T.C. M. | C. ENG. C G. Intermediate Sec Depot CG. Div. 1st Dr C.ofS. Replacement CG B.S.I CGBS* CGBSS CGBS 4 CGBS 5 CGBS manding officers to which such reports are made will hold to strict responsibil- ity any officers who have motor vehicles under their control which have been in any way damaged or injured on account of disregard of the proper methods for operation, care and maintenance laid down by such bulletins. It must be understood that when vehicles are placed in Class "A," the M.T. officer controlling them has no authority to determine the use to which they are put; he merely guarantees that they shall perform as efficiently as possible whatever work the commanding officer chooses to assign to them. It must be further understood that when vehicles are placed in Class "B" the commanding officer of the unit to which they are allotted is directly responsible for then- efficient functioning, to the same degree as is the M.T. officer for vehicles in Class "A." All garages, parks, depots, repair shops and similar establishments of the M.T.C. will be manned and operated by M.T. personnel, and their commanding officers will report direct to the M.T. officer on the staff of the unit or of the M T O C Field Work— Lecture XVI Page 3 section of the S.O.S., to which they are attached. The issue of stock from such establishments, the repair and replacement of motor vehicles, etc., will be done in accordance with the provisions of G.O. No. 44, H.A.E.F., 1918. Motor vehicles and their spare parts, tools and accessories purchased by other staff corps or services, are turned over to the M.T.C. on their arrival in France and assigned by the M.T.C. as the best interests of the service dictate, regardless of their original course of procurement; except that ambulance, and non-cargo carrying motor vehicles such as machine shop trucks, gun mounts, rolling kitchens, laboratory trucks, water sprinklers, etc., will be held by the M.T.C. subject to the orders of the staff corps or service for which they have been purchased. In the case of such ambulance and non-cargo carrying vehicles, the M.T.C. will provide parking facilities for their reception and fur- nish facilities for the maintenance of the chassis and of such other parts as may be arranged for between the M.T.C. and the other staff corps or service concerned. All questions which may hereafter arise affecting the design or construction of motor vehicles procured by or for any staff corps or service, in so far as concerns the chassis, or any element with the supply or maintenance of which the M.T.C. is concerned, will be decided by consultation between the staff corps or service concerned and the M.T.C. with a view of securing standardization of design and type and of facilitating repair and replacement. Upon request of the Chief of a staff corps or service, there will be attached to the office of the Director M.T.C. at least one officer who will be the repre- sentative within the M.T.C. of the chief of that staff corps or service in all questions concerning motor transportation for that particular service. In each army corps and division, and each section of the S.O.S., there will be an officer of the M.T.C. designated Motor Transport Officer of that command, who is responsible for the efficient operation of the M.T.C. within the limits of the command. His activities are controlled by G-l in divisions or corps and by G-4 in armies, in the same manner as ai'e those of the other representa- tives of technical and supply services in such commands. The functions of this officer are as follows: First, he is in command of all motor transportation of Class "A," as defined above, and controls its operation. He is also in command of all M.T.C. main- tenance and supply agencies on duty with the command. The number of M.T.C. vehicles, units and personnel is based on the General Organization Project and on the Service of the Rear Project. The priority movement of all M.T.C. units from the U.S. to the theatre of operations under the above project is fixed in the priority schedule. All requests for modification of existing projects, or for additional units, altered allowances of spare parts, machinery, etc., not provided by existing projects for all branches of the M.T.C. will be centralized in the office of the Director M.T.C. Such requests, as well as all requisitions for transmission to the War Department, will be submitted to the Commander in Chief, the various items of requisition being segregated under the different staff service headings so as to meet the requirement of existing law. Second, he exercises the functions of a staff officer as regards supply of all M.T.C. property for the command and as regards the technical supervision over motor vehicles of Class "B." To carry out this technical supervision, it will be his duty to make frequent inspections of all matters having any bearing on the motor transportation of the command. In making these inspections he will be afforded every facility MTOC Field Work— Lecture XVI I 'age 5 by ali concerned. He will make frequent reports to the branch of the General Staff by which his activities are controlled, covering such matters as the suita- I ility of the personnel charged with operating motor vehicles, the mechanical cond tion of the vehicles, the conditions under which they are operated, needs for repair or overhaul, carelessness or waste on the part of any individual or organization and similar matters, together with his recommendation as to any action that should be taken. Rcgu'at ; ons governing in detail the organization of the M.T.C., the organiza- tion and training of its personnel, the functioning of its establishments, the system of supply, repair, replacement and salvage of motor vehicles, spare parts, tools, accessories, etc., A.E.F. will be prepared by the Director M.T.C. for approval of the C. in C. The following paragraphs have to do with the rules of the road and I would suggest that close applicat : on be given to them as you will continuously be running over roads policed by the French and the operations of convoys, etc., are all governed by hard and fast rules, where ignorance will not be accepted as an excuse. These roads and routes are of vital importance to the army, bei'ig lines of communication and at times play a very prominent part in ex- tensive operations. So master them well as they will be of the greatest assist- ance in the days to come. General Road Rules 1. Drivers will keep trucks on the right side of the road at all times, v hether standing or moving. 2. In passing vehicles traveling in the same direction, the driver will pass on the left, and sound his horn. 3. A driver will always pass an approaching vehicle on the right and give it half the road. 4. Never block the road. 5. In passing a standing or moving convoy, a driver will slow down and sound his horn. (3. When convoy is halted, all men must be kept off the road. 7. The convoy must be kept together. 8. Assistant driver must at all times keep driver in touch with truck imme- diately behind, in order that speed may be uniform. 9. A driver will never abandon his vehicle except on order of his command- ing officer. 10. Drivers will not permit unauthorized persons to ride on vehicles. 11. If any repairs are needed driver will report same immediately. 12. The military police on duty will be strictly obeyed. 13. The use of the muffler cut-out is absolutely forbidden at all t'mes. 14. When vehicles are standing, motors will not be left running more than one minute. 15. Appropriate signals will be given when changing direction or stopping. 16. Examine amount of oil, gasoline and water after each stop. IT. Investigate and find the cause of all unusual noises. 18. Do not smoke while driving. II). Engine is to be used as a brake when descending hills by shifting to lower gear. M T c Field Work— Lecture XVI Page 4 20. When vehicle is stopped on a hill block the rear wheels. 21. Road signs and signals will be given strict attention. 22. Motor vehicles will not be driven by anyone except regular drivers or assistant di-ivers assigned thereto, unless in case of emergency. 23. Never use naked flame or oil lantern in filling gasoline tank or working on carburetor. Use electric torch. 24. When driving in cities, towns or villages, never double a vehicle moving in the same direction. 25. A slower moving convoy must never be doubled unless commander of over-taking convoy makes certain that doubling can be completed without confusion. 26. Never double a halted convoy, a halted body of troops or body of troops passing in same direction without first gaining consent of the officer in charge. Route Gardee Rules 1. It is absolutely forbidden for any truck or section or column of trucks to double vehicles going in the same direction on military roads or Routes Gardees. Touring cars, ambulances, light delivery trucks, etc., may double other vehicles on Routes Gardees when traffic will permit. 2. Increase distance between sections to 50 yards on Routes Gardees. 3. Do not turn around on a Route Gardee. 4. All signs and notices on these roads will be strictly observed. 5. All instructions given by road guards, whether they contradict previous instructions or not, must be obeyed. 6. Vehicles will never be halted on a Route Gardee. If accident occurs vehicles must be moved to the extreme right hand side of the road, and if pos- sible, completely off the road. 7. One-way roads marked as such, or Sens Unique, in France, are common at the front, and it is absolutely forbidden for any vehicle to go in any direc- tion other than that indicated by the road signs. MTOC Field Work — Typical Quiz Questions Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course FIELD WORK Typical Quiz Questions Typical Quiz and Examinations Questions on preceding lectures of the course. 1. To whom is the Commanding General of the S.O.S. responsible? 2. There are two types of ground motor vehicles over which the Motor Transport Corps has no jurisdiction; what are they? 3. Who is responsible for the conditions of the roads over which the Motor Transport Corps has to travel? 4. What does the word "park" mean in the Motor Transport Corps. 5. Name three types of Motor Transport Corps parks. 6. In what park is the salvage section located? 7. If the commanding officer becomes a casualty who takes his place? 8. Why must the men keep off the road during a halted convoy? 9. What is the extent of authority of the Military Police over a route gardee? 10. What meaning does esprit-de-corps convey to you? Give, if you can, an example in civil life. 11. What is the distance between companies when parking in the same area? 12. In the formation column of trucks what is the distance (a) between trucks; (b) between sections; (c) between companies? 13. Who superintends the lining up of each section in parking? 14. Who verifies the final alignment of trucks when parked? 15. Does the staff car have to hold to any specific distance in relation to the trucks during convoy? 16. In a more or less permanent park does each vehicle return to its same position? If so, why? 17. In what park is heavy machinery kept for repair purposes? 18. Where does a totally wrecked vehicle go? 19. Are the conditions of any field work in the present war always the same? 20. What is the best preventative of overlapping or confusion in the exer- cise of authority among individuals in the service? 21. Why it is that trucks and equipment are worth so much more in France than in this country? 22. Who draws the rations for a company? 23. In dealings with the Quartermaster or property officer of such a nature as not tc require the commanding officer, who takes care of such transactions? 24. Give the three classes of trucks with their capacities. 25. Who has charge of the repair truck and the tools pertaining thereto? M t oc Convoy Preparation Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Tr\ick Officers' Course CONVOY PREPARATION Note to Instructor : Lectures I to XVII inclusive cover material of a local nature and will be prepared by you. Each lecture will be of one hour's duration, and will include general instructions, announcements, assignments, criticisms, etc. M T C Administration — Lecture I Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE I Organization op War Department Organization of Army Organization of A.E.F. The War Department Outline War Department Defined. The General Staff Corps: a. Chief of Staff. b. Division of War Department General Staff: 1. Executive. 2. War Plans. I}. Army Operations. 4. Purchase, Storage and Traffic. c. General Staff serving with Troops. Special Staff Corps: 1. Adjutant General's Department. 2. Inspector General's Department. 3. Judge Advocate General's Department. 4. Quartermaster Corps. 5. Medical Department. 6. Ordnance Department. 7. Signal Corps. t>. Corps of Engineers. b>. Panama Canal. 10. Bureau of Insular Affairs. 11. Militia Bureau. 12. Bureau of Aircraft Production and Bureau of Military Aeronautics, lo. Chemical Warfare Service. 14. Motor Transport Corps. The War* Department Defined The President is the Chief Executive of the United States. Aiding him and serving him as his chief advisers are the members of his cabinet. To them he delegates his powers and authority as heads of the various departments of the government. Following is a list of the members of the Cabinet: M T o c Administration — Lecture I Page 2 1. Secretary of State. 6. Secretary of the Navy. 2. Secretary of Treasury. 7. Secretary of the Interior. 3. Secretary of War. ' 8. Secretary of Agriculture. 4. Secretary of Justice. 9. Secretary of Commerce. 5. Postmaster General 10. Secretary of Labor. The President is, by virtue of the power vested in him by the Constitution of the United States, Commander-in-Chief of the Armed Forces of the United States. He delegates his authority as such to the Secretary of War, also a civilian, who is a member of his cabinet and Head of the War Department. The War Department is one of the main administrative departments of the United States Government. It is responsible to the President, to Congress, and to the people for the conduct of military operations on land whenever the United States is at war with any power. The above statement must be modi- fied in two particulars: first, the Marine Corps, although conducting opera- tions on land, is a branch of the Navy Department and is attached to the war vessels of the United States; second, in time of war the War Department sometimes engages in marine operations, as in transportation of troops and supplies, and may even conduct attacks on land fortifications from vessels under the direction of the Army. Whenever troops or supplies are trans- ported, either on land or water, they are at all times under authority of the War Department, subject to whatever technical regulations the Navy Depart- ment may prescribe as to the operations of the vessels. The General Staff Corps The General Staff Corps is the connecting link between the Army and the Secretary of War, who depends on it for expert advice in conducting the mili- tary business of the War Department. It keeps him informed as to the tech- nical needs of the Army and advises him as to necessary legislation to be passed in order to secure funds and authority to conduct the work of the War Department. The Chief of the General Staff Corps, with the assistance of the War Council, is the immediate adviser of the Secretary of War in all mat- ters relating to the military establishment, and he is charged with the planning and development of the army program in its entirety. The General Staff Corps is divided into two groups: (1) War Department General Staff serving in Washington, and, (2) General Staff serving with troops. The duties of the War Department General Staff have increased so greatly that it has become necessary to organize it into a number of divisions. Executive Division In Charge of : Executive Assistant to the Chief of Staff. Function: General administration information and direct conduct of minor affairs. Duties: (a) The supervision of the administration of the vai'ious bureaus and corps of the War Department including the other divisions of the General Staff. (b) The collection of statistics concerning troops, sup- plies and the war program in general. (c) Military intelligence concerning espionage and matters of a similar character. This section to be designated as the Military Intelligence Bureau. M T C Administration — Lecture I Page 3 (d) Requisitions and permits. (e) Promotions and assignments. (f) The Militia Bureau and United States Guards. War Plans Division In charge of: Director of War Plans Division who is also President of the Army War College. Function: Expert Advisory Committee to the Chief of Staff upon such, purely military matters as new types of equipment, training and organization of the Army. Duties: (a) Organization plans for the Army. (b) Approval of designs, types and qualities of equipment. (c) Projects for national defence. (d) Collection of military records, including translation of foreign documents. hi charge of. Function: Duties: In charge of . Function: Duties: Army Operations Division Director of Operations. The operation, recruitment, and mobilization of all branches of the service. (a) Operations of all branches of the army, recruitment, mobilization, personnel, movements and distribution of troops. (b) Assignment of equipment to all branches of the Army. (c) Decisions as to camp sites, cantonments, posts. Purchase, Storage and Traffic Division Director of Purchase, Storage and Traffic. Supervision of the purchase and production of munitions and other supplies for the use of the Army; control of all trans- portation and storage facilities relating to the Army program. (a) The determination of preference to be afforded manu- facturers of supplies in the matter of shortage of fuel, power and raw materials. (b) The co-ordination of all appropriations, estimates and requirements relating to supplies. (c) The arrangement for the purchase, procurement and production of supplies, so as to utilize the industrial resources of the country to the greatest advantage. (d) Movement of troops and supplies, including raw mate- rials to points of embarkation, interior and overseas points, and in and out of storage. (e) Control of Army Transports and supplementary ship- ping and arranging for the Navy Department for Con- voy Service. The Commander of the Field Forces is also advised and aided in his work by members of the General Staff Corps in the field, who usually act as chiefs of staff to tactical com- manders. M to c Administration — Lecture I Page 4 Special Staff Corps The plans and orders of the General Staff Corps are executed through the Special Staff Corps. The duties of these corps are as follows : The Adjutant General's Department is the department of records, orders and correspondence of the Army and Militia. Among other things it prepares and distributes commissions, preserves records of officers and records of Army personnel and manages the recruiting service. (See A.R. 774.) The Inspector General's Department exercises general and comprehensive observation over all that pertains to the efficiency of the Army. Its officers inspect and report on the condition and state of supplies of all kinds of arms, of barracks and quarters, the books and accounts of all disbursing officers, and discipline and efficiency of officers and troops. (See A.R. 878-84.) The Judge Advocate General's Department is the custodian of the records of all general courts-martial, courts of inquiry and military commissions, and of all papers relating to title of lands under control of the War Department. The officers of this department render opinions upon legal questions when called upon by proper authority. (See A.R. 915-21.) The Quartermaster Corps is charged with the duty of providing means of transportation of every character (except motor transportation) for the move- ments of troops and materials of war. It furnishes clothing, camp and garrison equipage, barracks, storehouses and other buildings, constructs and repairs roads and bridges, builds and charters ships, boats, docks and wharves used for military purposes. It supplies subsistence for enlisted men and others entitled thereto. It gives instructions for selling, issuing, and accounting for all quartermaster subsistence supplies; it has charge of the supply and distribu- tion of and accounting for funds for the payment of the army and for such other essential duties as are not specially assigned to any other branch of the War Department. (See A.R. 1000-1009%.) The Medical Department has charge of investigating and making recom- mendations concerning sanitary conditions of the Army. It has the duty of caring for the sick and wounded and making physical examinations of officers and enlisted men. It also manages and controls the military hospitals; and recruits, instructs and controls the enlisted force of the Medical Corps. It also furnishes all medical and hospital supplies. (See A.R. 1386-87.) The Ordnance Department procures and distributes the necessary ordnance stores for the Army, and establishes and maintains arsenals and depots for their manufacture and safekeeping. Ordnance and Ordnance Stores include a vast variety of equipment, including fire-arms of all kinds. Under Ordnance are also included saddles, bridles, harness and horse equipment of all kinds (except for the Quai'termaster Corps), sabers, bayonets, haversacks, waist belts, cartridge belts, soldiers' field mess kits and ammunition. (See A.R. 1511-12%.) The Signal Corps has charge of military signal duties and of books, papers and devices connected therewith, including meteorological instruments for tar- get ranges and other military uses. It constructs and repairs the military telegraph lines and transmits messages by telegraph or otherwise for the Army. (See A.R. 1536.) The Corps of Engineers lays out camps, prepares military maps, selects sites, makes plans and estimates for military defenses, constructs and repairs fortifications, installs electric power plants, plans and superintends construc- tion of defensive and offensive works in the field. In the time of actual or MTOC Administration — Lecture I Page 5 threatened hostilities it has charge in the war zone of location, design and construction of all structures of general interest, such as hospitals and store- houses; of construction, making and repairing of roads, barracks and bridges, and of construction, maintenance and operation of military railroads, including the construction and operation of armored trains. (See A.R. 1493.) The Militia Bureau has charge of supervising and standardizing the militia forces of the various states of the United States so that in time of emergency they can be coordinated with the other military forces of the Federal Govern- ment. The Panama Canal Bureau and the Bureau of Insular Affairs are of minor importance and the discussion of the duties of these departments is omitted. The Bureau of Aircraft Production and the Bureau of Military Aeronautics under the Army Air Service have been organized to take charge of the aircraft program. This work was formerly conducted by the Signal Corps. The Bureau of Aircraft Production exercises control over the procuring of supplies and the construction of airplanes. The Bureau of Military Aeronautics super- vises the training of our aviators and our entire aviation program. The Chemical Warfare Service has charge of and supervision of the investi- gation, manufacture, and production of toxic gases and gas defense appliances, the rilling of gas shells and proving grounds utilized in connection therewith, and the necessary research connected with gas warfare. The Motor Transport Corps has technical supervision of all motor vehicles, and of their design, reception, storage, maintenance, and replacement of all motor vehicles; spare and repair parts, tools and accessories, and accounting for same; the establishment and operation of all Motor Transport Corps garages, parks, depots and repair shops; the salvage and evacuation of dam- aged motor vehicles, the operation of motor vehicles, and the preparation of plans for hauling cargo and personnel. Army Organization 1. The Line and the Staff. 2. Army Units. 3. Military Ranks. 4. Field Service. Service of the Interior Territorial Departments. Theatre of Operations, Zones of Line of Communications, Zone of the Advance. Line and Staff The Army is divided, according to duty performed, into two main branches, namely, the "Line" and the "Staff." The fighting units in the Army including both the mobile arms and the coast artillery are called "Line" organizations, while all branches that serve the line are called the "Staff" organizations. The line is charged with the duty of meeting the enemy in actual combat and is relieved of every other duty. The main line organizations are the Infantry, Cavalry, Field, and Coast Artillery. MTOC Administration — Lecture I Page 6 The Staff. As the line must specialize in fighting it becomes the duty of the staff to take care of everything connected with the maintenance and equipment of the line. A few of these duties are: 1. Procure (by purchase or manufacture), store and distribute supplies and equipment of all kinds. 2. Transport troops and supplies. 3. Take care of all administrative functions which do not absolutely have to be performed by line forces. 4. Provide for the construction and maintenance of all buildings, roads, drainage, bridges, etc. 5. Attend to matters of health and sanitation, and to all casualties. This immensely important task of serving the line is performed by the Spe- cial Staff Corps and Departments, such as the Ordnance, Signal, Medical, Quartermaster, etc., which were taken up previously in this lecture. So closely related are line and staff duties under present conditions of war- fare that an organization may partake of the functions of both. For example, the Corps of Engineers is charged with the duty of constructing military de- fense, bridges, and similar work. These are largely staff duties. At times, however, it comes in actual conflict with the enemy: for example, in sapping and the operation of armored trains, it is then performing line duties. The same condition applies to other of the auxiliary corps, such as the Aviation Corps, Chemical Service, etc. Army Units The line is divided into tactical and administrative units. A tactical unit is any unit organized primarily for the purpose of military manipulation. An administrative unit is created for the purpose of keeping record of the needs and achievements of the various elements and their personnel so that the tactical units can be most efficiently operated. In the line organization no units are purely administrative, for example, the company and the regiment are both tactical and administrative. The following is a table showing certain important units in Army organiza- tion, their commanders and their approximate strength. Commanded by A Squad consists of from 6 to 11 men Corporal A Platoon " " 3 or more squads Lieut, or Sgt. A Company " " 2 or more platoons Capt. A Battalion " " 2 or more companies Major A Regiment " " 15 companies Colonel A Brigade " " 2 or more regiments Brig. Gen. A Division " " 3 or more brigades Maj. Gen. A Corps " " 3 or more divisions Ueut. Gen. An Army " " 3 or more corps General The normal strength of a squad, which is the fundamental unit, is eight men, seven privates and a corporal — two ranks of four files each. The largest tactical unit outlined in the table of organization is the Division. The Division is supposed to embrace all the elements of the Army and is a self sustaining unit, capable of operating indefinitely against the enemy. At present the tables of organization are changing and the government is not M TO C Administration — Lecture I Page 7 giving out information as to changes. In the Official Bulletin for Sept. 22, 1917, the following outline of the present foi-m of the Division was published: Organizations Men 1 Division Headquarters 164 1 Machine Gun Battalion of four companies 768 2 Infantry Brigades each composed of two Infantry Regiments and one Machine Gun Battalion of three companies 16,420 1 Field Artillery Brigade composed of three Field Artillery Regiments and Trench Mortar Battery 5,068 1 Field Signal Battalion 262 1 Regiment of Engineers 1,666 1 Train Headquarters and Military Police 337 1 Ammunition Train 962 1 Supply Train 472 1 Engineer Train 84 1 Sanitary Train composed of four Field Hospital Companies and four Ambulance Companies 943 Total 27,152 The chief changes from the former organization are : first, an increase in the ratio of Artillery of all classes to Infantry; second, a great increase in machine gun strength; third, the specialization of the Infantry in the use of hand and rifle grenades and other instruments of up to date fighting. The third change is brought out in the following outlines : Infantry Regiment 1 Headquarters and Headquarters Company 303 3 Battalions of four Rifle Companies each 3,078 1 Supply Company 140 1 Machine Gun Company 178 1 Medical Detachment 56 Total 3,755 The size of the Headquarters Company is explained when we see that it includes the following: 1 Headquarters Platoon, including 1 Staff Section, 1 Orderlies' Section and 1 Band Section 95 1 Signal Platoon 77 1 Sappers and Bombers Platoon 43 1 Pioneer Platoon for engineer work 55 1 One-pounder Cannon Platoon 33 Total 303 Each rifle company has a strength of 250 men and six officers; it is com- posed of company headquarters (two officers and eighteen men) and four platoons. Each platoon includes: Officers and Men 1 Headquarters 2 1 Section Bombers and Rifle Grenadiers 22 2 Sections Riflemen, 12 each 24 1 Section Auto Riflemen, Four Guns 11 Total 59 MTOC Administration — Lecture I Page 8 Rank Article III of the Army Regulations prescribes: "Military rank is that character or quality bestowed on military persons which mark their station and confers eligibility to exercise command and authority in the military serv- ice within the limits prescribed by law. It is divided into degrees or grades which mark the relative positions and powers of the different classes of persons possessing it." Following are the grades of rank of officers and noncommissioned officers of the Army: Insignia 1. General 4 Silver Stars 2. Lieutenant General 3 Silver Stars 3. Major General 2 Silver Stars 4. Brigadier General 1 Silver Star 5. Colonel Silver Eagle 6. Lieutenant Colonel Silver Oak Leaf 7. Major Gold Oak Leaf 8. Captain 2 Silver Bars 9. 1st Lieutenant 1 Silver Bar 10. 2nd Lieutenant 1 Gold Bar 11. Aviator. 12. Cadet. 13. Nurse (Army Nurse Corps). 14. (1) Sergeant major, regimental; sergeant major, senior grade, Coast Artillery Corps; fb) quartermaster sergeant, senior grade, Quartermaster Corps; master hospital sergeant, Medical Department; master engineer, senior grade, Corps of Engineers; master electrician, Coast Artillery Corps; master electrician, Air Service; master signal electrician; band leader; (c) hospital sergeant, Medical Department; master engineer, junior grade, Corps of Engi- neers; engineer, Coast Artillery Corps. 15. Ordnance sergeant; quartermaster sergeant, Quartermaster Corps; supply sergeant, regimental. 16. Sergeant major, squadron and battalion; sergeant major, junior grade., Coast Artillery Corps; supply sergeant, battalion. 17. (a) First sergeant; (b) sergeant, first class, Medical Department; sergeant, first class, Quartermaster Corps; sei'geant, first class, Corps of Engineers; sergeant, first class, Air Service; sergeant, first class, Signal Corps; electrician sergeant, first class, Coast Artillery Corps; electrician ser- geant, Artillery Detachment, United States Military Academy; assistant engi- neer, Coast Artillery Corps; (c) master gunner, Coast Artillery Corps; master gunner, Artillery Detachment, United States Military Academy; band sergeant and assistant leader, United States Military Academy band; assistant band leader; sergeant bugler; electrician sergeant, second class, Coast Artillery Corp? ; e'ectrician sergeant, second class, Artillery Detachment, United States Military Academy; radio sergeant. 18. Color sergeant. 19. Sergeant; supply sergeant, company; mess sergeant; stable sergeant; fireman, Coast Artillery Corp.-. Administration — Lecture I Page 9 20. Corporal ; corporal bugler. Tn each grade and subgrade date of commission, appointment, or warrant determines the order of precedence. (C.A.R. No. 76, July 31, 1918.) (211.31, A.G.O.). Officers of the same grade of the Regular Army, of the Organized Militia in the service of the United States, and of Volunteers take precedence in the order named. Officers of the Marine Corps, when detached for service with the Army by order of the President and while serving with the Army under that order, are upon equal footing with officers of the Regular Army and take precedence in each grade by date of commission. Between officers of the same grade and date of appointment or commission, other than through promotion by seniority or appointment of enlisted men to the grade of second lieutenant under the act of July 30, 1892, relative rank is determined by length of service, continuous or otherwise, as a commissioned officer of the United States, either in the Regular Army or, since April 19, 1861, in the volunteer forces. When periods of service are equal, precedence will, except when fixed by order of merit on examination, be determined, first, by rank in service when appointed; second, by former rank in the Army or Marine Corps; third, by lot. The relative rank between officers of the Army and Navy is as follows, lineal rank only being considered : General with admiral. Lieutenant general with vice admiral. Major general with rear admiral. Brigadier general with junior- rear admiral. Colonel with captain. Lieutenant colonel with commander. Major with lieutenant commander. Captain with lieutenant. First lieutenant with lieutenant (junior grade). Second lieutenant with ensign. "The insignia of rank in the Army and Marine Corps is worn on the shoul- der straps and is the same for both arms of the service. Officers of the Navy wear the same insignia as those of the corx*esponding grades in the Army, but it is worn embroidered on the collar. The exception to this is in the case of an ensign who wears nothing corresponding to the gold bar of a second lieutenant." Field Service In times of war, for purposes of administration, there are two main terri- torial divisions within which the Armies of the United States operate. These divisions are known as the Service of the Interior and the Theatre of Oper- ations. The Service of the Interior might be termed the working of the military establishment in the home country. The production, manufacture, and collec- tion of supplies and equipment, and the raising, equipping and training of troops are included in this service. In the present war this service includes the whole of the United States and other sources of supplies and equipments. In order to facilitate the work of the Service of the Interior, the United States and its possessions have been divided into nine Territorial Dpartments. They are as follows: M T oc Administration — Lecture I Page 10 Department Headquarters Northeastern Department Boston, Mass. Eastern Department .Governors Island, N. Y. Southeastern Department Charleston, S. C. Central Department Chicago, 111. Southern Department Fort Sam Houston, Texas Western Department San Francisco, California Philippine Department Manila, P. I. Hawaiian Department Honolulu, H. I. Panama Department Ancon, C. Z. Alaska is under the jurisdiction of the Western Department. At the head of each Territorial Department is a Department Commander directly answerable to the War Department at Washington. He has his Ter- ritorial Department Staff which is modeled after that of the War Department at Washington. There is a Department Chief of Staff, a Department Quar- termaster, a Department Ordnance Officer, etc., each having jurisdiction, under the Department Commander, over the matters pertaining to his corps in the department in which he is located. Ports of Embarkation, Depots, Concentra- tion Camps and Cantonments are directly responsible to Washington even though located in a Territorial Department. The work of the Service of the Interior is directed by the Secretary of War through the medium of his personal representative, the Chief of Staff. The Chief of Staff is assisted in this work by the newly organized bureaus, such as the War Council, and the War Industries Board. The work is carried on by the Bureau Chiefs (e.g., the Chief of Ordnance), Department Commanders, and in certain cases by commanders of concentration camps and ports of em- barkation. The Bureau Chiefs are responsible for all military establishments placed under their orders and are charged with the accumulation of supplies and material and the forwarding of these to Post Commanders or elsewhere. Department Commanders are responsible for the recruiting, training and equipment of troops except at those camps which do not come within the juris- diction of the Department Commander. The Theatre of Operations is the whole area of land or sea in which fighting may be expected or in which movements of troops are liable to interference from the enemy. Control of the Theatre of Operations is vested in one man, the Commander of the Field Forces, in the present instance by the Commander in Chief of the American Expeditionary Forces, General Pershing. Organization and Administration of A.E.F. Under the Commander in Chief, General Pershing, are the Chief of Staff, Deputy Chief of Staff, and all the Assistant Chiefs of Staff. The A.E.F. is divided into two main groups: Supply Services or Corps and the Combat Troops. In practically every military organization of any size, there are two main functions: the maintenance or supply and the operation. The Service of Supply, or S.O.S., extend from the Base Port to what is known as the Zone of the Advance. The S.O.S. is further subdivided into six Base Sections, an Intermediate Section and an Advance Section, the Com- manding Generals of each of these sections being directly responsible to the Commanding General S.O.S., who is, in turn, responsible to the Commander in Chief. M TOC Administration — Lecture II Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE II Organization of M.T.C. as Separate Corps Appointment and Reduction of Noncommissioned Officers, Officers' Pay, Mileage, Leaves of Absence, Reports, Etc. Organization of M.T.C. The Motor Transport Corps was created during the existing emergency by- General Orders No. 75, War Department, dated August 15, 1918. The func- tions of the corps are as described in Lecture I. The term "motor vehicle" will be construed to include all bicycles, motorcycles, automobiles, trailers and trucks, by whatsoever staff, corps or service they may have been originally supplied and for whatsoever purpose. All motor vehicles with cargo-carrying chassis are classed as trucks. Tractors of the caterpillar type, designed pri- mai'ily for traction purposes, and tanks, are excepted from the provisions of this order, the Ordnance Department being charged with the responsibility for their supply and maintenance. Motor vehicles are divided into two classes: The First Class includes all cargo-carrying or passenger carrying motor vehicles used for general transportation purposes and the motorized portion of such reserve trains as may be held for general transportation purposes in rear of an army, under control of the army commander. The Second Class includes all motor vehicles not included in First Class. Substantially these will be such motor vehicles, as are assigned by Tables of Organization to organizations such as divisions, corps, troops and army troops. The Motor Transport Corps controls the operation of vehicles of the First Class, but merely maintains a technical supervision over the operation of vehicles of the Second Class. This technical supervision will, however, be inter- preted very broadly by all concerned. Bulletins will be published from time to time concerning the proper methods of operation, care and maintenance of motor vehicles. Motor Transport Corps officers will keep themselves constantly informed as to how motor vehicles of the organization to which they are at- tached are being used and will report to the proper commanding officer any abuse? which they discover. The commanding officer to whom such reports are made will hold to strict responsibility any officers who have motor vehicles under their control, which have been in any way damaged, or injured, on account of disregard of the proper methods of operation, cai'e and maintenance laid down by such bulletins. When vehicles are placed in the Second Class, the Motor Transport Corps officer supervising them has no authority to determine the use to which they are put; he merely guarantees that they shall perform as efficiently as possible whatever work the commanding officer chooses to assign them. M T oc Administration — Lecture II Page 2 When vehicles are placed in the Second Class, the commanding officer of the unit to which they are allotted is directly responsible for their efficient func- tioning, to the same degree as is the Motor Transport Corps officer for vehicles in the First Class. All garages, parks, depots, repair shops and similar establishments of the Motor Transport Corps will be manned and operated by Motor Transport Corps personnel, and their commanding officers will report direct to the Motor Transport Corps officer of the staff of the unit, or of the organization to which they are attached. Motor vehicles and their spare parts, motor vehicle shops and shop equip- ment, tools and accessories purchased by other staff corps or services will be turned over to and invoiced to the Motor Transport Corps and assigned by the Motor Transport Corps in accordance with the Tables of Organization, and as the best interests of the service dictate, regardless of their original source of procurement; except that ambulances and non-cargo and non-personnel carry- ing motor vehicles such as mobile repair shops, especially designed for Ord- nance, Signal Corps and Engineer Corps, gun mounts, rolling kitchens, labora- tory trucks, wireless trucks, photographic trucks, searchlight trucks, water sprinklers, will be held by the Motor Transport Corps subject to the orders of the staff corps, or service, for which they have been purchased. In the case of such ambulance and non-cargo carrying vehicles, the Motor Transport Corps will provide parking facilities for their reception and furnish facilities for the maintenance of the chassis and of such other parts as may be arranged for be- tween the Motor Transport Corps and the other staff corps or service con- cerned. Proper accounting for all motor vehicles and for chassis of special vehicles above mentioned will be made to the Chief of Motor Transport Corps. In each army, corps and division, the army artillery, and in each organiza- tion and station, there will be an officer of the Motor Transport Corps, or an officer acting as Motor Transport Corps Officer, designated Motor Transport Corps officer of that command, who is responsible for the efficient operation of the Motor Transport Corps within the limits of the command. His activi- ties are controlled by G-l in divisions or corps, and by G-4 in armies, in the some manner as are those of other representatives of technical and supply services in such commands. The functions of this officer are as follows: First, he is in command of all motor transportation of the First Class, as denned above, and controls its operation in accordance with the instructions from the proper commanding officer as to its employment. Second, he exercises the functions of a staff officer as regards the supply of all Motor Transport Corps property for the command and as regards the technical supervision over motor vehicles of the Second Class as provided for in the sixth and seventh paragraphs of this lecture. To carry out this technical supervision, it will be his duty to make frequent inspections of all matters having any bearing on the Motor Transportation of the command. In making these inspections, he will be afforded every facil- ity by all concerned. He will make frequent reports to the Divisions of the General Staff by whom his activities are controlled, covering such matters as the suitability of the personnel charged with operating motor vehicles, the mechanical condition of the vehicles, the conditions under which they are oper- ated, needs for repair or overhaul, carelessness or waste on the part of any individual organization and similar matters, together with his recommendation as to any action that should be taken. M TOC Administration — Lecturt II Page 3 American Expeditionary Forces The Motor Transport Corps is charged with the duty of handling, supervis- ing and coox-dinating all matters relating to procurement, inspection, distribu- tion, maintenance and operation of motor transportation, including trailers and bicycles, and excepting tanks, caterpillars and tractors, for the Expedi- tionary Forces, and to perform these duties in the most efficient manner pos- sible. The following organization of the office of the Director of the Motor Transpoi't Corps was ordered effective as of August 19th, 1918: (a) Director of Motor Transport Corps. Handles all matters relative to control, supervision and direction of the activities and personnel assigned to and attached to the Motor Transport Corps. Deputy Director of Motor Transport Corps. Acts for, and in the absence of, the Director and performs such other special duties as may be assigned to him by the Director. Executive Officer. Acts for, and in the absence of, both the Director and Deputy Director. Acts as the representative of the Director to insui'e the proper carrying on of the duties of the Corps. (b) Executive Division. This division has charge of the office management, personnel, statistics, accountability, leases, etc., and administration. (c) Supply Division. This division has charge of obtaining M.T.C. material from America, obtaining M.T.C. material from Europe, and warehousing and distribution of all supplies except assembled vehicles. (d) Repair Division. Has charge of repair and upkeep of all material, salvage of all material, interior equipment and arrangement of shops, and, jointly, with the Opera- tions Division, the reconstruction parks. (e) Operations Division. Has charge of the assignment and distribution of vehicles, the operation of convoys and pools, the economical operation of all vehicles, and, together with the Repair Division, of reconstruction parks. (f) Engineering Division. Has charge of the experience tables of vehicle efficiency, research and development, and design and standardization. (g) Plans and Projects Division. Ts responsible for keeping in touch with all military conditions affecting M.T.C. activity, the anticipation of M.T.C. responsibilities, the decision on locations, construction designs, amount of personnel, scope and equipment of all M.T.C. activities; after proper consultation with divisional heads, is charged with detailing arrangements for putting same into effect, and coordination of all M. T. C. plans and projects. MTOC Administration — Lecture II Page 4 (h) Inspection Division. The function of this division includes both technical and administrative inspection of M.T.C. activities. (i) Training Division. Has charge of the training of all technical personnel, training of all non- technical personnel, and training of personnel for other services. (j) Liaison. Coordination and cooperation between the M.T.C, A.E.F. and War De- partment; coordination and cooperation among the different corps and services of the A.E.F. Base Section. The base section has its reception parks, garages and service parks, the officers in charge of each of these being directly responsible to a district Motor Transport officer who is responsible through the Motor Transport officer of the base section to the office of the Director of Motor Transport Corps. Intermediate Section. This section maintains garages and service parks, the officers in charge of which are directly responsible to a district Motor Transport officer, and through the Motor Transport officer of the intermediate section to the office of the Director of Motor Transport Corps. Advance Section. The advance section maintains (a) overhaul parks and organization parks, theofficers in charge of # which are directly responsible to the Motor Transport officer of the advance section and through him to the office of the Director of Motor Transport Corps; (b) garages and service parks, the officers in charge of which are directly responsible to a district Motor Trans- port officer of the advance section to the Director of Motor Transport Corps. Under the Division Motor Transport officers are the commanders of various service parks and trains. The division Motor Transport officer is responsible to the corps Motor Transport officer. There are also responsible to the corps Motor Transport officer the commanders of the corps service parks and trains not assigned to divisions within the corps. The corps Motor Transport officer is responsible in turn to the Army Motor Trans- port officer and there are also responsible to the Army Motor Transport offi- cer the commanders of the service parks and trains which are not directly assigned to a corps with inthe army. The Army Motor Transport officer is responsible to the office of the Director of Motor Transport Corps. On the following page will be found a chai't of control as previously described. Appointment and Reduction of Noncommissioned Officers Battalion noncommissioned staff and company noncommissioned officers are appointed by regimental or separate battalion commanders, the former upon the recommendation of the battalion commander, the latter upon the recom- mendation of the company commander; in units not organized into regiments or separate battalions, by the unit commander with the approval of the next higher tactical commander, or of the chief of the service to which the par- ticular unit belongs; and in division supply, ammunition, engineer, and sani- M T o c Administration — Lecture II Page 5 r o // '-'■ ' ~ \ '-'• -■ r ■* ,i> '"" ''■ i 'i->i i i.'!.' ■.'-.,, MTOC Administration — Lecture II Page 6 tary trains, by the respective chief of service. On the recommendation of company commanders, company noncommissioned officers may be temporarily appointed by battalion commanders, under the conditions stated in paragraph 256 A.R. ; but in no case will any company organization have an excess of non- commissioned officers above the number authorized by law. The noncom- missioned officers of Coast Artillery Corps companies, upon the recommenda- tion of company commanders, will be appointed by coast-defense commanders. (C.A.R., No. 66, Dec. 31, 1917.) (300.31, A.G.O.) To test the capacity of privates for the duties of noncommissioned officers company commanders may appoint lance corporals, who will be obeyed and respected as corporals, but no company shall have more than one lance cor- poral at a time, unless there are noncommissioned officers absent by authority, during which absences there may be one for each absentee. The captain will select the first sergeant, quartermaster sergeant, and stable sergeant from the sergeants of his company, and may return them to the grade of sergeant without reference to higher authority. Each noncommissioned officer will be furnished with a certificate or warrant of his rank, signed by the regimental commander; but a separate warrant as first sergeant, quartermaster sergeant, or stable sergeant will not be given. A warrant issued to a noncommissioned officer is his personal property. War- rants need not be renewed in cases of reenlistment in the same company, if reenlistment is made the day following the day of discharge, but, unless other- wise ordered by the regimental or coast defense commander, on the recom- mendation of the company commander, will remain in force until vacated by promotion or reduction, each reenlistment and continuance to be noted on the warrant by the company commander. The warrants for noncommissioned officers of the Coast Artillery Corps companies will be signed by the coast defense commander. (C.A.R. Nos. 36 and 55.) Appointments of company noncommissioned officers and cooks of the Medi- cal Department will take effect on the day of appointment by the authorized commander, and of first sergeants, quartermaster sergeants, stable sergeants, chief mechanics, cooks, artificers, farriers, horseshoers, mechanics, saddlei's, wagoners, musicians, trumpeters, and first-class privates on the day of ap- pointment by the company commander; but in case of vacancy in a company absent from regimental and battalion headquarters a company commander may make a temporary appointment of a noncommissioned officer, which will carry rank and pay from the date of such appointment. Information of the appointment will be promptly sent to the regimental commander, and if he disapproves it the increased rank and pay will cease upon receipt by the com- pany commander of such disapproval. (C.A.R., No. 55.) A noncommissioned officer may be reduced to the ranks by sentence of a court-martial, or, on the recommendation of the company commander, by the order of the commander having final authority to appoint such noncommis- sioned officer, but a noncommissioned officer will not be reduced because of absence on account of sickness or injury contracted in the line of duty. If reduced to the ranks by sentence of court-martial at a post not the headquar- ters of his regiment, the company commander will forward a transcript of the order to the regimental commander. The transfer of a noncommissioned offi- cer from one organization to another carries with it reduction to the ranks, unless otherwise specified in the order by authority competent to issue a new warrant. M T O C Administration — Lecture II Page 7 When a company is serving in a different department from its regimental headquarters and at such a distance therefrom that more than 15 days are l-equired for exchange of correspondence by mail, a noncommissioned officer may be reduced to the ranks, on recommendation of the company commander, by the order of the battalion commander, if such commander be in the same depai-tment as the company. When a company is serving in a different de- partment from its regimental and battalion headquarters, and at such a dis- tance from its regimental headquarters that more than 15 days are required for exchange of correspondence by mail, a noncommissioned officer may be reduced to the ranks, on the recommendation of the company commander, by order of the senior officer of the regiment on duty in the department in which the company is serving. (C.A.R., No. 45.) When a noncommissioned officer, while in arrest or confinement, is reduced by sentence of a court martial, the date of the order publishing the sentence is the date of reduction. In all other cases reduction takes effect on the date of receipt of the order at the soldier's station. (C.A.R., No. 15.) Officers' Pay Officers are paid monthly on accounts certified to by themselves on W.D. Form No. 336, Officer's Pay Voucher. This form should be made out and forwarded to the proper disbursing quartermaster not later than the day of the month specified in the particular command in which the officer is serving, which is ordinarily the fifteenth, twentieth or twenty-fifth of the month cov- ered by the voucher. With the first pay voucher submitted at a new post or station, the officer must furnish two copies of the order assigning him to duty there. In the case of officers newly commissioned, there must appear on the pay voucher a statement of the date on which the officer accepted his commission. An officer entitled to commutation of quarters, heat and light, is allowed commutation of quarters according to his grade, that is, two rooms for a sec- ond lieutenant, three rooms for a first lieutenant, four rooms for a captain, etc., at the rate of $12.00 per room, but is allowed commutation of heat and light only for the number of rooms occupied not to exceed the number of rooms to which his grade entitles him. The following is quoted from Army Regulations, paragraphs 1259 and 1259 y 2 : "An officer about to embark for service beyond the sea and desiring to make provision for himself or his family in the United States, may send to the Depot Quartermaster, Washington, D. C, such full monthly accounts as he may elect, indorsing them as follows: "When due pay to ," or "When due place to the credit of with ," or "When due place to my credit with " The Depot Quarter- master, Washington, D. C., will immediately notify the Department Quarter- master of the department where the officer is to serve of the months for which accounts have been so received, and will then pay them as they become due if the casualty list and stoppage circular show no bar to payment. If the officer be under orders to proceed to Alaska or the Canal Zone, or for service with an independent brigade or division, the notification will be sent directly to the Quartermaster where the officer is to serve. Should an officer already in service beyond the sea desire to have his accounts paid as described, he will forward them through the Department Quartermaster of the department where he is serving, to the Depot Quartermaster, Washington, D. C, except M t o c Administration — Lecture II Page 8 when stationed in Alaska or the Canal Zone, or serving with an independent brigade or division, in which event the accounts will be forwarded through the local Quartermaster. Department and other quartermasters, through whom accounts are sent to the Depot Quartermaster, Washington, D. C, will make a record of the accounts so forwarded. (C.A.R., No. 9.) An officer about to embark for service beyond the sea or already on oversea service who does not desire to dispose of his pay accounts as prescribed in the foregoing paragraph, may make an allotment of pay for the support of his family or dependent relatives, the difference between the amount so al- lotted and the total pay due to be drawn by the officer at the place where he is serving. This allotment must be in an amount less than the sum of the officer's monthly base and longevity pay, and the difference between the total pay due him and the amount allotted will be drawn at the station where he is serving on a pay account prepared to cover the total pay due with the notation : "Deduct for allotment $ " All allotments of pay will be paid by the Depot Quartermaster, Washington, D. C, as they accrue if the casualty list, stoppage ch'cular, or other report shows no bar to payment. An officer desiring to make an allotment of pay as herein provided will state his allotment on Quartermaster Corps Form No. 38a, which will be for- warded directly to the Depot Quartermaster, Washington, D. C, if the officer is under orders for oversea duty. The Depot Quartermaster will immediately notify the Chief Quartermaster or Department Quai-termaster where the officer is to serve of the amount of the allotment and the period thereof. In case of officers under orders to proceed to Alaska or for service with an inde- pendent brigade or division, the notification will be sent directly to the Quar- termaster where the officer is to serve. If the officer is at an oversea station when the allotment is made, he will forward the allotment form to the Depot Quartermaster, Washington, D. C, through the Chief Quartermaster or De- partment Quartermaster where he is serving, who will make record of the same. Should the allotment form not be available, the officer may make his allotment in the form of a letter reading: I hereby allot $ of my pay per month for months, commencing the 1st day of to , who is my and whose address is Should the officer desire to have the amount of the allotment placed to the credit of his allottee with a bank, he will amplify his letter accoi'dingly, giv- ing the name and location of the bank. This letter should be forwarded in the same manner as is herein provided for the regular allotment form. An officer who has disposed of his pay accounts as prescribed in the fore- going paragraph and who desires to substitute an allotment of pay therefor, should, in forwarding his allotment request the return of said pay accounts. The pay accounts will be returned by the Depot Quartermaster through the proper Quartermaster where the officer is serving. Allotments of pay for purposes other than the support of families or de- pendent relatives, or by officers stationed within the continental limits of the United States, will not be permitted except when specially authorized by the Secretary of War, but this will not be construed as requiring discontinuance of allotment of an officer who is temporarily on duty in the United States or there on leave of absence from an over-sea station. Should an officer desire to discontinue an allotment prior to the expiration of the period for which originally made, he will notify the Depot Quarter- master, Washington, D. C, specifying the date, which will be the last day of a month on which he desires the discontinuance to take effect. This notifica- M T o C Administration — Lecture II Page 9 tion will be sent through the channels herein prescribed for forwarding allotments, and when practicable will be mailed sufficiently in advance of the date of discontinuance to insure receipt by the Depot Quartermaster before said date. In case there is any doubt as to the discontinuance being received through the mails prior to the date specified therein, the officer, at the time of mailing the discontinuance, will notify the Depot Quartermaster by tele- graph of the date of discontinuance, such telegrams to be paid for by the officer. The Depot Quartermaster will acknowledge the receipt of all requests for discontinuance of allotments. It shall be the duty of the immediate commanding officer of any officer who assumes a status which deprives him of pay to ascertain whether the officer has an allotment; and if so, to report the matter to the commanding general of the department or forces with which the officer is serving, who will notify the Adjutant General of the Army by telegraph to discontinue allot- ment, or to suspend further payments if the facts do not call for total discon- tinuance. (C.A.R., No. 62, Nov. 5, 1917.) (243, A.G.O.) Mileage When an officer travels under competent orders he is entitled to reim- bursement by mileage at the rate of 7 cents per mile. He may, if he so de- sires, secure from the Quartermaster Corps, transportation requests for the journey, exclusive of sleeping and parlor car accommodations, and the trans- portation so furnished will be charged against the officer's mileage account, deductions being made at the rate of 3 cents per mile. Mileage accounts are made out on War Department Form No. 337, Mileage Voucher. When forwarded to the proper disbursing Quartermaster for pay- ment this voucher must be accompanied by two copies of the order directing the travel. In order to collect mileage the order must contain the sentence : "The travel directed is necessary in the military service." Leaves of Absence In time of peace an officer is entitled to one month's leave, or shorter leaves aggregating thirty days per year. During the existing emergency, however, it is the policy of the War Department that leaves should be granted only when justified by some urgent reason necessitating same. An application for leave must state its desired duration and be forwarded to the proper commanding officer through military channels. Intermediate commanders will indorse thereon their recommendations. A leave of absence commences on the day following that on which the officer departs from his station. The day of departure, whatever the hour, is counted as a day of duty; the day of return as a day of absence. Reporting for Duty Upon arrival at a post, camp or station to which he has been assigned for duty, the officer should immediately look up the adjutant and report to him, presenting a copy of the orders assigning him to duty there. The adjutant will then direct him in regard to reporting to the commanding officer, report- ing to the personnel adjutant, assignment to quarters, arrangements for mess, etc. M to c Administration — Lecture III Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE 111 Organization of Motor Transport Company Duties of Officers and Noncommissioned Officers Insurance and Allotments Pay of Troops and Pay Cards Organization of Motor Transport Company The following chart shows in graphic form the division of duties and re- sponsibilities in the standard Motor Transport Company. M T o c Administration — Lecture III Page 2 MOTOR TRANSPORT COMPANY ORGANIZATION Supervision of repairs Mechanical inspection Approval spare parts requ ASSISTANT MECHANICS rOMPANY COMMANDER 1st l.i Administration Operation Supply accountability Discipline 2nd Lieutenant Xsst. to Company tsl Sergeant (.Truckinaster) General administration an. I in- spection Organization and despatching of truck convoys Organization of fatigue duties Supervision <>f roll calls COMPANY CLERK Preparation and transmission of returns Receipt and transmission of orders Maintenance of permanent rec- ords CHIEF OF SKCTION {Assistant Truckmaster) [Executive of liis section of trucks [Controls: 1 'Operation, repair, upkeep, in- spection Responsible for: 1 Discipline, instruction, sanita- tion (personnel) I Police of quarters PROPERTY SERGEANT Responsibility for all unissued company property All property records Procurement of all company supplies and spare parts Issue of supplies and spare part. MESS SERGEANT Drawing and issuing of ratioi Supervision of cooks, kitclll CHIEF OF SECTION l.l.wi.vfan/ Tn,rl;mu.tt,r< Exei utive of his section of trucks ( ontrols •Operation, repair, upkeep, in speetion Responsible for Discipline, instruction sanits tion (personnel) Police of quarters CHIEF OF SECTION lAmetant Trw I Executive of his sen,,,,, of trucks Controls: 'Operation, repair, upkeep, in- spection Res] sible for: Discipline, instruction sanita Police ..f quarters •|, |( ludes responsibilitj for draw - ing gasoline, oil and grease MTOC Administration — Lecture III Page 3 The motor transport company is normally organized into three sections of nine trucks, each section under command of an assistant truckmaster. The service trucks, i. e., tank trucks, etc., are usually kept under the immediate orders of the truckmaster, as they do not form an integral part of the cargo sections. When the company is not operating in convoy, the service trucks may be assigned to cargo work, and in such cases should be attached to sections. Duties and Responsibilities (a) Company Commander. — He is responsible for the efficient operation, maintenance, and discipline of his company. He must constantly bear in mind that the value of his organization is measured by the efficiency with which it operates, and by its ability to cope with emergencies. (b) Second Lieutenant. — This officer is the direct assistant of the company commander, and has such duties and responsibilities as are given him by the company commander. (c) First Sergeant. — He is the truckmaster and the executive of the com- pany. He sees that all orders, regulations, and other requirements are prop- erly carried out; that the men perform their duties properly; arid reports to the company commander any cases of neglect or violation of orders requiring disciplinary action. He should be a man chosen more for his administrative and executive ability and his efficiency in handling men than for his me- chanical knowledge. The mechanic may well be chosen for his ability as a mechanic, irrespective of his ability to handle men, but the first sergeant should be a man of force, as his prime duty is to maintain discipline for the efficient operation of the company. (d) Mechanic and Assistant Mechanics. — The mechanic and assistants are under the direct control of the first sergeant. The mechanic should be held responsible for the necessary repairs made to the mechanical equipment of the company. He is in charge of the repair truck, tools and equipment per- taining thereto. He should sign for the tool equipment and issue it to the assistant mechanics on proper receipts. He should be held responsible for this equipment, see that it is properly maintained and that any shortages by dam- age, loss, etc., are pi'operly made up. Normally, he should see that the assistant mechanics are properly qualified, and should instruct them in their work. In order to perform their duties properly, the mechanic and assistant mechanics should be thoroughly familiar with the instruction books issued by the maker of the vehicles furnished to the company. (e) Company Clerk. — He has charge of all records, reports and correspond- ence of the company. As he is habitually called upon to notify members of the company as to orders and instructions received, or to call upon them for the rendering of prescribed reports, and in consideration of other incidents where he must exercise authority, he has the rank of sergeant. Other duties for him are prescribed by the company commander according to local con- ditions. (f) Property Sergeant. — He is responsible for all supplies and equipment not actually issued to individuals, and will keep the necessary records therefor. He is responsible, moreover, that all issues of property are properly receipted for by the persons responsible. He keeps the property under his charge clean and in proper order, and should have a list up to date of all property and its disposition. All dealings with the quartermaster or supply officer, not requir- ing the personal intervention of the company commander, should be carried on by him. m to c Administration — Lecture III Page 4 (g) Mess Sergeant. — He has direct charge of the mess hall, kitchen, and all matters pertaining thereto, including supervision of the cooks or other men working in the kitchen. He draws the rations, sees that they are eco- nomically used, makes up bills of fare, sees that the kitchen, mess hall and premises are clean and sanitary, and that all orders in reference thereto are properly carried out. His authority to contract debts, or expend money should be carefully watched and checked by the company commander personally. In some cases, the duties of mess sergeant are performed by the property sergeant, but this depends on the special aptitude of the man, as well as on other local conditions in the company. (h) Chiefs of Sections. — Each chief of section (assistant truckmaster) is responsible for the discipline, instruction and all other matters pertaining to the personnel of his section; for the operation, repair and upkeep of the equip- ment assigned thereto. He is the intermediary between the men of his sec- tion and the truckmaster or company commander. His supervision extends to all the details connected with his section, including police and sanitation of quarters, seeing that his men are provided with the necessary equipment and clothing. All orders for his section, either regarding the members of his personnel or the units of his equipment, should be given to him. He should assure himself that his section is in proper condition at all times by making regular and systematic inspections of his men and equipment. He should examine all his vehicles on their return from work, and see that the drivers have taken proper care of them and that the proper repairs are made. In his absence, for any cause, a suitable man should be designated to perform his duties. (i) Driver. — He keeps his vehicle and its equipment clean and in proper repair and working order. In order to do this, he utilizes his spare time while not on duty to do the minor work required thereon. He should be especially required to attend to the proper lubrication of all parts and truck mechanism, and to report promptly any defect noted or repair needed. In transporting material or supplies, he will see that the vehicle is not overloaded, that the cargo is properly loaded and lashed, and ordinarily he is responsible for its safe delivery. He should be familiar with the mechanism of his vehicle and its proper operation, and for this purpose he should be thoroughly familiar with the-contents of the instruction book issued by the makers of the vehicle. He should be required to wear proper uniform when driving. Policy and Attitude of Company Commander The company commander should endeavor to standaixlize, in writing if possible, all important elements of company procedure. Unless all duties and functions are clean cut and clearly defined, an organization of the size of a motor transport company will become cumbersome and inefficient. The development of company spirit, or esprit de corps, must be fostered in every way possible by the company commander. No one factor can be of more value in maintaining good discipline in the camp and on the road. See that the men are neat in their personal appeai - ance and that their vehicles are at all times clean. Men can be led to take great pride in their trucks and in their work. The development of esprit de corps must necessarily rest very largely upon the personality of the company commander and the spirit which he instils into his non-commissioned officers and men. The importance of relations of the Americans with the Allies, both civilian and military, must not be overlooked by the company commander. Differ- ences in temperaments and points of view sometimes may lead to friction M TO C Administration — Lecture 111 Page 5 between persons of different races, and company commanders should make use of their positions to overcome any friction that comes to their knowledge, and thus maintain the good relations that now exist. Company commanders should impress the importance of this subject upon all their men, especially upon their non-commissioned officers. General Regulations The company commander should use the following as a guide for regula- tions which will be drawn up by him and posted for the company: No alcoholic liquors of any kind are permitted within the limits of the camp. Rules for sanitation to fit the given situation. Latrines will be kept in sanitary conditions. The men will be held pecuniai-ily responsible for loss or damage to any equipment whatsoever, which was cleaidy due to negligence or carelessness. The rules of military courtesy briefly outlined and published. Establish definitely the limits of the cantonment. Impress upon the men the danger and prevalence of venereal disease and outline to them General Orders 77 A.E.F. 1917. Post rule regarding report- ing for prophylactic treatment. Post necessary fire regulations for quarters, kitchen, and trucks (particu- larly the handling of gasoline). Establish guard rules. Inspection of quarters, kitchen, personal equipment, and vehicles should be carefully and regularly made. Inspection under arms should be held weekly, preferably on Saturdays and muster days in the manner prescribed in Infantry Drill Regulations, followed by an inspection of vehicles. Suggested Daily Schedule 6:00 A. M. Reveille. 6:15 " Roll call, followed by short setting-up exercise. 7:00 " Breakfast. 7:30 " Camp police. 8:00 " Morning reports in, and sick call. 8 :00 Camp inspection ; informal on week days and formal on Saturday. 8:15 " Drill. 9:30 " Work on trucks; miscellaneous work. 12:00 Noon Dinner. 1:00 P. M. Work on trucks; miscellaneous work. 5:30 " Supper. 6:00 Town leave (not more than 20 % of the men per evening, or- dinarily). 9:00 " Taps. Insurance and Allotments Allotments, Allowances and Compensation By an act of Congress approved October 6th, 1917, the United States makes certain provisions for the families and dependents of the members of its Mili- tary and Naval Forces. The law provides, in brief, the following: m to C Administration — Lecture III rage 6 1. For the support, during the war, of the families and dependents of enlisted men. a. Allotments of pay. Certain proportions of pay are to be with- held from the men and paid directly to the families or de- pendents, or for insurance, or for other purposes. Allotments may be either compulsory or voluntary. b. Family Allowances. In addition to all allotments of pay by the man, the United States will pay monthly allowances to the wife, children, and certain dependents. 2. For the protection of both officers and enlisted men and their depend- ents from the hazards of injury, disease and death. a. Compensation. Monthly payments for disability and death due to injury and disease incurred in the line of duty. b. Insurance. Provided by the United States, upon application and payment of premium without medical examination, against total dis- ability and death. Provision is made for the continuation of the insurance after leaving the service. This phase of the act is discussed in another lecture. Classification of Allotments and Allowances Class "A," or compulsory, allotments are made to any of the following de- pendents who are known as Class "A" dependents; The wife or former wife divorced and not remarried, to whom alimony has been decreed; unmarried child under age eighteen, or of any age if the child is permanently helpless mentally or physically. Class "B" or Voluntary Allotments may be made to any of the following classes known as Class "B" dependents when it is desired to have them re- ceive a family allowance: Parents (including grandparents, and stepparents, whether the man or the wife), grandchildren, brothers and sisters, whether of the whole or half blood, or through adoption, or step brothers or step sisters. Class "C" Allotments for War Risk Insurance. Class "D" Allotments for premiums on insurance policies held in private companies, societies or organizations. Class "E" all other allotments. These are known as "Army allotments," and are not handled by the Bureau of War Risk Insurance as are all other classes of allotments. Class "A" Allowance — paid to Class "A" dependents. Class "B" Allowance — paid to Class "B" dependents. The total of Class "A" and Class "B" Allowance in no case exceeds $50.00. In case an enlisted man has any Class "A" dependents the Government compels him to allot to them $15.00 per month in which case they receive the following family Allowances: (a) If there be a wife and no child $15.00 (b) If there be a wife and one child 25.00 (c) If there be a wife and two children, with $5.00 additional per month for each additional child .')2.50 M to C Administration — Lecture III Page 7 (d) If there be no wife but one child 5.00 (e) If there be no wife but two children 12.50 (f) If there be no wife but three children 20.00 (g) If there be no wife but four children, with five dollars per month for each additional child 30.00 For a wife living separate and apart under court order or written agree- ment, or to a former wife divorced, the monthly allowance together with the allotment, if any, is not to exceed the amount specified to be paid to her. Compulsory allotments may be waived on written consent of the wife or former wife, supported by evidence of her ability to support herself and her children. Upon application to the Bureau of War Risk Insurance, the soldier may also be exempted from these allotments when he can show good cause why he should not make them, as in the case of misconduct of his wife, or desertion on her part. Class "B" Allowances are paid only if a member of this class is dependent upon the enlisted man and in that case only while he is making an allotment of pay to the member or members of this class. In order that these dependents may l'eceive the family allowance the soldier must allot to them $15.00 per month if he is making no allotment under Class "A" and $5.00 per month if he is making Class "A" Allotment. Class "B" — Schedule of Family Allowances. Grandchild, parent, brother or sister. (a) If there be one parent $10.00 (b) If there be two parents 20.00 (c) For each grandchild, brother, sister and additional parent. . 5.00 The foregoing table is subject to the provision that the allowance added to the allotment is not to exceed the average sum contributed monthly by the soldier to Class "B" dependents during the year preceding his enlistment or the passage of the law. Also if an allowance is being paid to Class "A" de- pendents, the allowance to Class "B" shall not exceed the difference between the allowance paid to the beneficiaries of Class "A" and the sum of $50.00. Class "C" allotments are those made to cover premiums for war risk insur- ance. These are, of course, voluntary and are conditional on the soldier's application for insurance. Class "D" allotments are those made by soldiers to cover pi'emiums on insui'ance policies held in private companies, societies, and organizations. The Government arranges that policies thus protected cannot be cancelled by the insurance companies. Class "E" embraces all other allotments including all allotments made to Class "A" or Class "B" dependents above the amount necessary to receive the family allowance ; also for Liberty Loan Bonds, to banks for saving purposes, or to friends or relatives other than those in the above mentioned classes. This class of allotment is subject, however, to any limitations which may be prescribed under regulations to be made by the Secretary of War. Every enlisted man in the Military or Naval Forces of the United States must fill out Form 1-B, Bureau of War Risk Insurance, (application for family allowance and allotment of pay). A man who has no dependents is required to sign and execute the form, filling the word "None" in the proper spaces. This form is made out and signed in duplicate under the supervision of the company, or detachment commander, who forwards the original to the divi- sion, department, port of embarkation, or recruiting depot commander, as the M T oc Administration — Lecture III Page 8 case may be, retaining the duplicate for file with the records of the company or detachment. The division or other commanders to whom the original ap- plication is forwarded causes it to be carefully examined, and unless found to be incomplete or improperly executed, transmits it directly, except as here- inafter indicated, with a letter of transmittal giving the name, rank and organization of the applicant to the Bureau of W ar Risk Insurance, Wash- ington, D. C. When an application is incomplete or improperly executed, it is returned to the company or detachment for correction before transmittal to the Bureau of War Risk Insurance or to the Quartermaster General. The necessary changes are made on both the original and duplicate copies. In the case of the American Expeditionary Forces in Europe, the war risk insurance forms are filled out and signed in triplicate ; the original and one copy to be forwarded through the division commander to the Commanding General, American Expeditionary Forces, who transmits the original directly to the Bureau of War Risk Insurance, Washington, D. C., retaining the copy for file at his headquarters. Form No. 2-A, Bureau of War Risk Insurance, is used for Class "C" Allot- ments. Form 38 Q.M.C. is used for Class "E" Allotments, but if such form is not available the allotment may be made by letter. This form is handled in the same manner as form 1-B but is finally forwarded to the Central Disbursing Division — Office Q.M.G. at Washington, D. C, instead of the Bureau of War Risk Insurance. This form is also used for making Class "D" allotments for outside insurance. Before witnessing a Class "E" Allotment the company or department com- mander satisfies himself that the allotment is not made for the pui'pose of obtaining an advance of the soldier's pay. When a bank is designated as allottee, the company or detachment commander furnishes the bank with the signature of the grantor, and informs it of the amount and period of allot- ment. The commanding officer also, if possible, satisfies himself that the bank has an existence. When troops arrive overseas, a report is made to the Commanding General, American Expeditionary Forces, by the commanding officer, showing the num- ber of officers and enlisted men that have not submitted applications for in- surance or family allowance under the War Risk Insurance Act. Organiza- tions are not required to furnish to any headquarters or war risk section in Fi-ance any copy of insurance or allotment applications executed prior to leaving the United States. Changes In case of any change affecting the allotment (Class "A" or "B"), the family allowance of the insurance of an enlisted man, the company or detach- ment commander causes a new form to be prepared and forwarded, as pi'ovided for original applications, showing plainly on it that the new application is an amendment to an application previously forwarded and marking the new form in a conspicuous place with the word "change." Discontinuances of allotments under the war risk insurance act are made by letter or by use of another form (1-B or 2-A) marked "Change." This discontinuance is sent through usual channels to the Bureau of War Risk Insurance. Class "E" Allotments will be discontinued on Q.M.C. Form No. 39 which will be forwarded direct to the Central Disbursing Division — Office of the Q.M.G. M T OC Administration — Lecture III Page 9 Punishment for Fraud Since the word of the soldier is taken as regards the actual dependency of those for whom the allowance is asked, a severe penalty for misstatements is provided. The maximum punishment is a fine of $5,000.00 and imprison- ment for two years. Compensation Compensation, which applies to both officers and enlisted men, is the out- growth of the old pension plan. It is payable for death or disability resulting from personal injury suffered or disease contracted in line of duty. Its cost is paid by the U. S. Government without contributions from the soldier himself. Death. In case of death resulting from injury, the monthly compensation to the widow, child, or dependent widowed mother, is as follows: (a) For a widow alone $25.00 per month (b) For a widow and one child 35.00 per month (c) For a widow and two children, with $5.00 addi- tional for each additional, up to two 47.50 per month (d) If there be no widow, then for one child 20.00 per month (e) If two children 30.00 per month (f ) If three children,, with $5.00 additional for each child up to two 40.00 per month (g) For a widowed dependent mother 20.00 per month The payment to a widowed mother is subject to the provision that if pay- ments are being made to a widow and children, the total amount of compen- sation for the payments made to all may not exceed $75.00 per month. Total Disability. In case of total disability the soldier himself receives: If he has neither wife nor child living. $30.00 per month If he has a wife but no child living 45.00 per month If he has a wife and one child living 55.00 per month If he has a wife and two children living 65.00 per month' If he has a wife and three or more children living 75.00 per month If he has no wife, but one child living, with $10.00 ad- ditional for each child up to two 40.00 per month If he has a widowed mother dependent upon him for suppoi't, then in ad- dition to the above amounts, $10.00. To an injured person so helpless as to be in constant need of a nurse, an additional sum is to be paid, but it is not to exceed $20.00 per month. Also in the event of the loss of both feet or both hands, or, becoming totally blind or helpless or permanently bedridden, the rate of compensation is to be $100.00 per month. Partial Disability. In case of partial disability the monthly compensation is a percentage of the compensation which would be payable if totally disabled. The amount will be estimated at the average reduction in working ability which such injuries caused. The Government further intends to re-educate maimed or otherwise injured soldiers, that they may not remain permanently helpless. It is specifically provided that to receive compensation, the soldier must take the course of instruction which will be provided. Refusal to take the course will be grounds for suspension of payment of the compensation. M t o c Administration — Lecture III Page 10 But the fact that after such education the soldier may be able to earn more money than he was before being injured will not operate against his continu- ing to receive his compensation. The vocational education is insisted upon solely for the purpose of preventing the soldiers thus injured from becoming shiftless and depending upon the government bounty for their support. Insurance Separate and distinct, and in no way affecting compensation, is the War Risk Insurance. Knowing the dangers to which every soldier is subject, and the possibility that he may be so injured in the service as to be uninsurable by corporate insurance companies after the war, and considering the soldier's responsibility to his family and other dependents, the Government has pro- vided insurance against death and total disability at extremely low rates. The Government is paying all overhead expenses and bearing the extra cost of the war hazard. Insurance may be taken out in amounts which are multiples of $500.00, but no policy for less than $1,000.00 or more than $10,000.00 will be issued. This is insurance against death and total permanent disability, and pay- ment is made whether death or permanent disability arises in line of duty or not. In the event of death, beneficiaries will receive monthly installments of $5.75 for each $1,000.00 of insurance held, for 240 months. The bene- ficiaries may be changed at any time. In the case of total disability, the same monthly payments will be made for the rest of the soldier's life even if the period is greater than twenty years. Any of the following may be named beneficiaries: wife; child, grandchild, brother, sister, parent, grandparents, and step-parents. The premium rates increase as the soldier grows older as shown in the table on reverse side of application blank. Premiums are payable monthly by means of allotment by the enlisted men and by deduction notation on pay voucher of an officer. Premiums can be paid quarterly, semi-annually, or annually in advance by means of a draft or certified check. War risk insurance is in force during the war and for five years after its close. Within five years after the war it must be converted into ordinary life, endowment, continuous installment, surrender values, and other forms of insurance to be specified by the Government. No medical examination is required for those taking out policies originally, and no medical examination will be required at the time of conversion. Terms as used in the War Risk Insurance Act defined. (1) The term child includes: (a) A legitimate child. (b) A child legally adopted more than six months before the enactment of this amendatory act, or before enlistment or entrance into, or employment in, active service in the Military or Naval Forces of the United States, whichever of these dates is the later. (c) A stepchild is a member of a man's household. (d) An illegitimate child, but as to father only, if acknowl- edged by instrument in writing by him. (2) The term grandchild means a child of a child as above defined. (3) The term parent includes father, mother, grandfather, grand- M TO c Administration — Lecture HI Page 11 mother, stepfather, and stepmother, either of the person in the serv- ice or of the spouse. (4) The term brother and sister includes brothers and sisters of the half as well as those of the whole blood. Stepbrothers and step- sisters and brothers and sisters through adoption. (5) The term commissioned officer includes a warrant officer, but in- cludes only an officer in active service in the Military or Naval Forces of the United States. (6) The terms man and enlisted man mean a person whether male or female, and whether enlisted, enrolled or drafted into active serv- ice in the Military or Naval Forces of the United States, and in- clude non-commissioned and petty officers and members of train- ing camps authorized by law. (7) The term enlistment includes voluntary draft and enrollment in active service in the Military or Naval Forces of the United States. (8) The term commissioner means the Commissioner of Military and Naval Insurance. (9) The term injury includes disease. (10) The term pay means the pay for service in the United States ac- cording to the grade and length of service, excluding all allowances. (11) The term Military and Naval Forces means the Army, and Navy, Marine Corps, Coast Guard, the Naval Reserve, the National Naval Volunteers, and any other branch of the United States Service while serving pursuant to the law with the Army or Navy. Third Parties Making Application for Insurance Third parties cannot make insurance applications without authorization by officer or enlisted man making such person his agent in applying for such in- surance. This ruling will require that in those cases in which the third par- ties have applied for such insurance the officer or enlisted man must, by for- mal or informal writing, authorize such person as his agent. Subsequent ratification is equivalent to previous authorization. (Opinion of the Attorney General of the U. S.) Rules Relating to Prorating Insurance Premiums. Premiums at the beginning of insurance contract shall not be prorated for the portion of the calendar month in which insurance is applied for. The full month premium is payable on or before the end of the calendar month in which the application is made. At the time of leaving the service no action need be taken by the Army in adjusting insurance premiums, either by deduction from pay in respect of days elapsed since the end of the previous calendar month or by refund in respect of days for which insurance premiums have already been collected. At the time of leaving service insured should receive explicit notice that he must pay premiums direct to the Bureau of War Risk Insurance, Treasury Department, Washington, D. C, if he wishes to continue the insurance, check or money orders to be drawn to the order of the Treasurer of the United States. He should be notified in writing of the date and amount of such pre- mium payments and this bureau notified at the same time by duplicate memo- randum that such action has been taken. M TOC Administration — Lecture III Page 12 Punishment for Fraud The attention of every person making claim for family allowance, compen- sation or insurance will be directed to sections 25 and 26 of the act which read as follows: (25) That whoever in any claim for family allowance, compensation or in any document required by this act, makes any statement of a material fact, knowing it to be false, shall be guilty of perjury and shall be punished by a fine of not more than $5,000.00 or two years imprisonment or both. (26) That if any person entitled to payment of family allowance or com- pensation under this act, whose right to this payment under this act ceases upon the happening of any contingency, thereafter fraudulently accepts any such payment, he shall be punished by a fine of not more than $2,000.00 or by imprisonment for not more than one year, or both. Channels of Communication Within the Army and to and from the Bureau Except as otherwise provided all communications to and from the Bureau of War Risk Insurance concerning the administration of the act will be trans- mitted through the commander of the department, division, recruiting depot, or the port of embarkation concerned. Commands ordinarily exempted from the control of department commanders and not enumerated above, will for the purposes of the War Risk Insurance Act, be considered as a part of the de- partment in the territorial limits of which they are situated. Communications concerning personnel stationed in Europe will be transmitted through general headquarters, American Expeditionary Forces. Communications relative to military policy or Army administration will be addressed to the Adjutant General of the Army. Communications relating in any way to deceased officers and enlisted men, and to those discharged or otherwise separated from the service will invariably be addressed to the Adju- tant General of the Army except as provided below. Appointments or Desertion In case of death, discharge, appointment as commissioned officer, or deser- tion of an enlisted man, his company or detachment commander will report such fact with the date of death, discharge or desertion, or acceptance of ap- pointment direct to the Adjutant General of the Army. Such report to be sent by telegram if death, discharge or desertion occurs after the twentieth of the month. In Philippines, Hawaiian and Panama Canal Departments and in the American Expeditionary Forces the reports will be made to the com- mander of these departments or forces, who will transmit the information to the Adjutant General of the Army by cable. In case of death this report will show the amount of insurance in effect at date of death. The Adjutant General of the Army will at once notify the Bureau of War Risk Insurance and the depot Quartermaster, Washington, D. C. Application for Insurance When a man desires to take out War Risk Insurance with the government of the United States a form (Form 2A) supplied by the Bureau of War Risk Insurance is filled out. The form is made in duplicate by, or under the super- mtoc Administration — Lecture III Page 13 vision of, the man's detachment or company commander. It is signed by the party making application for the insurance, witnessed, and then signed by the company commander. The duplicate is attached to the Service Record of the man who has taken out insurance. The original is forwarded to the Divi- sion Commander or corresponding official, who checks the application to see if it is incompletely or improperly executed. Applications which have been properly filled out are sent to the Bureau of War Risk Insurance. In case error occurred in making out this form, the form is returned for correction to the company from which it came. Should insurance be taken out in Europe, the blank is made out in triplicate, The original and one copy is forwarded through the division commander to the Commanding General, American Expeditionary forces, who retains the copy and transmits the original to the Bureau of War Risk Insurance. Sometimes it happens that a soldier carrying insurance will desire to in- crease the amount of his insurance or make some other change. The follow- ing from a memorandum sent out by the Bureau of War Risk Insurance (on June 10, '18) covers the procedure that should be followed in such cases: "Whenever a 'Change' for 2-A (Application for Insurance) is prepared, a notation will be made at the bottom of the Form as to the character of the 'Change'; for example: "This application for additional insurance. Original for $5,000.00 sub- mitted January 1, 1918." Insurance must be applied for within one hundred and twenty days after the enlistment or after entrance into employment in the active service, and before discharge or resignation. The soldier holding a policy may cancel it at any time he desires, by noti- fying the War Risk Insurance Department at Washington, D. C. Pay of Troops Until recently the company commander made up the pay roll for his com- pany or detachment and was responsible for the entry thereon of all remarks that in any way affected the pay of the men in the organization. This, to- gether with the preparation of bi-monthly muster rolls, involved a gi'eat deal of work on the part of the company. A new system has, therefore, been adopted whereby a personnel officer is attached to each regimental staff, whose duty it is to prepare pay rolls for all the organizations of the regiment, (muster rolls are discontinued). Pay Cards The basis of this system is the pay card (A. G. O. Form No. 644), one of which is prepared and kept for each enlisted man by the personnel officer. On this is recorded all information concerning the pay status of the soldier. From these cards the personnel officer prepares pay rolls for the various organizations. The company commander is not entirely relieved, however, of all duties pertaining to the pay roll. He must furnish the personnel officer with all information that comes to his official attention affecting the pay status of any man in his company. This he does by advising the personnel officer of appointments and demotions made in his company, by reporting losses and damage to property which are chargeable to the men, and all similar infor- mation. These advices accompany the morning reports each day, and enable the personnel officer to keep the pay cards up to date. M T oc Administration — Lecture III Page 14 Preparation of Pay Cards by Personnel Officers The company or detachment commander furnishes the personnel officer with all data required for the preparation of the pay cards and pay rolls, and co-operates with him and renders such assistance as may be necessary to insure a complete and accurate account being kept of the pay of each and every enlisted man of his command. A pay card must be carried for each enlisted man in the Army. Notations of changes in pay status are made on the pay card from day to day as the changes occur. The grade and organization of the soldier are written lightly in pencil immediately below his name at the bottom of the pay card and corrected from time to time as may be necessary. Pay cards are kept in loose-leaf binders and are arranged alphabetically in the binders without regard to rank, a separate binder being provided for each company and detachment. Entries The following data is recorded on the pay cards: A. Absences. Each absence affecting a soldier's pay status reported on the morning report is noted under "Forfeitures, deductions and partial payments" on the pay card of the absentee by the personnel officer. The morning report is initialed by the personnel officer immediately above the name of the absen- tee in the remarks on the morning report, to indicate that the proper nota- tion has been made on the pay card. B. Appointments, Promotions, Ratings, etc. All orders announcing appointments, promotions, reductions, ratings, extra duty details, etc., and other communications affecting in any way the pay of enlisted men pass through the personnel officer, who writes or stamps on the copy furnished to the company or detachment commander concerned the woi'ds "Entered on Pay Card," adding his initials. Information concerning appoint- ments by an organization commander, such as appointment of first sergeant, bugler, mechanic, etc., that change the pay status of enlisted men is taken by the personnel officer from copies of company oi'ders submitted with the morning report, the personnel officer affixing his initials on the morning re- port above the name of each man concerned, to indicate to the organization commander that the changes have been noted on the pay cards. In entering change of status of enlisted men on morning reports the surnames only are given, except in cases where there are two or more men of the same name in the organization, when the surnames will be followed by the initials, i.e., "Sgt. Smith, J. M., appt. 1st Sgt." C. Allotments. The duplicate applications for allotments, all classes, and for insurance are sent to the regimental of other headquarters with the morning report on the day following the mailing of the original applications to the department or division commander. The personnel officer enters the amounts of the allot- ments and insurance premiums on the pay cards of the men and returns the duplicate applications to the organization commander with the morning report, after writing or stamping on the application the words: "Entered on Pay Card," followed by his initials. MTOC Administration — Lecture III Page 15 When communications announcing action by the Bureau of War Risk In- surance on an application for the discontinuance of or change in an allotment, or when an acknowledgment from the Depot Quartermaster, Washington, D. C, that an allotment has been discontinued prior to the expiration of the allotment period is received, or when a Class E allotment has run for the full period for which granted, the company or detachment commander sends the communication or acknowledgment, or duplicate allotment (Q.M.C. Form 38), as the case may be, to the Personnel Officer with the morning report. The personnel officer enters the action taken on the pay card of the soldier and returns the communication, acknowledgment or duplicate allotment form to the organization commander after writing or stamping thereon the words "Entered on pay card," followed by his initials. D. Courts-Martial Proceedings. In case of trial by summary court-martial the copy of the charge sheet completed as a copy of the summary court record for the company or detach- ment commander passes through the personnel officer, who, after entering on the pay card the amount of any forfeiture, writes or stamps on the charge sheet the words "Entered on pay card," followed by his initials. All general and special courts-martial orders pass to the organization com- mander through the personnel officer, who, after entering on the pay card the amounts of all forfeitures, if any, writes or stamps on the orders the words "Entered on pay card," followed by his initials. E. Damage to or Loss of Public Property. When charges are to be entered on the pay rolls against enlisted men for public property lost or damaged through the neglect or carelessness (Par 686 A.R.), a statement of charges on Form No. 602 A.G.O. is opened by the organi- zation commander on the day that the first charge for the month is made and closed on the last day of the month. The statement of charges containing the entries for the day are submitted with the morning report to the personnel officer, who, after entering the data on appropriate pay cards, affixes his initials opposite the name of each man on the statement of charges and re- turns the statement of charges with the morning report to the company or detachment commander. This procedure is followed for each charge during the month. Pending revision of the form for statement of charges, a column is ruled in the space provided for "Cause of charge" and headed "Initials of personnel officer. Charges for clothing and articles of the individual mess equipment found to be missing when a soldier is discharged, dies, deserts, or is otherwise sep- arated from the service are not entered on statement of charges. In such case the organization commander prepares a certificate enumerating the articles found to be missing, giving prices thereof, and submits the certificate to the personnel officer with the morning report. The latter enters the total amount on the pay card of the soldier, writes or stamps on the certificate "Entered on Pay Card," followed by his initials, and returns the certificate to the organi- zation commander with the morning report, for file with the individual equip- ment record of the soldier. F. Stoppages, Charges or other Changes in Soldier's Pay Status. All reports of stoppages, charges, or changes in soldier's pay status not enumerated above are forwarded to the personnel officer, who writes or stamps on such report the words "Entered on Pay Card," followed by his initials, and MTOC Administration — Lecture III Page 16 returns these reports to the organization commander, or to the office from which received. Indorsement on Pay Card in Case of Transfer or Detachment When a soldier is transferred or detached the personnel officer fills out and signs one of the indorsements on his pay card, showing date of indorsement, date to which he was last paid in full, and the name, rank and organization of the officer by whom paid. If the soldier has not been paid in full since he joined the company or detachment from which he is to be transferred or de- tached, the personnel officer will not fill out a new indorsement, but affixes his signature, preceded by the date, in the space between the signature to the last indorsement and the date line for the succeeding indorsement. If the sol- dier has not been paid in full since the date of enlistment or since entry in the active service in the case of a reservist or reth - ed soldier called into active service, the personnel officer affixes his signature, preceded by the date, in the space immediately above the date line for the first indorsement. Partial payments are not shown in indorsements on pay cards, such pay- ments with dates and amounts being entered under "Forfeitures, deductions, and partial payments." Transmission of Pay Card to New Personnel Officer The pay card indorsed as provided in the preceding paragraph is delivered by the personnel officer to the organization commander who copies on Form No. 29a A.G.O. (Extract from service record) so much of the data on the pay card as may be necessary for the preparation of his indorsement on the sol- dier's service record. If the soldier is a member of a party to be transferred or detached, his pay card is turned over by the organization commander to the officer or non-commissioned officer in command of the party. If he is to travel alone, or if no officer or non-commissioned officer is placed in command of his party, the card inclosed in a sealed envelope is turned over to the sol- dier. Upon arrival of the party or the individual soldier at the new station the pay card is delivered to the new organization commander, who, when practicable, compares the entries thereon with the service record and trans- mits the pay card to the new personnel officer. If through any reason a soldier is separated from his command without his pay card, as for example, should he be left sick in a hospital, public or private, his pay card, indorsed as provided in the preceding paragraph is forwarded directly to him without delay by his company or detachment commander, who so informs the officer to whom he forwards the soldier's service record. Disposition of Pay Card in Case of Discharge, etc. When a soldier is discharged, dies, or is otherwise separated from the serv- ice, the personnel officer fills out the next indorsement on the pay card and delivers the card to the company or detachment commander, who after pre- paring final statements, forwards the card to the Adjutant General of the Army with the soldier's service record. (Previous to July 1st, 1918, this card was filed with the soldier's service record in the company or detachment.) When a soldier is furloughed to the Reserve, or relieved from active service in case of reservist, his pay card, properly indorsed, is forwarded by the com- pany or detachment commander to the officer charged with keeping reservist records. M TOC Administration — Lecture III Page 17 Procedure in Case of Loss of Pay Card When a pay card is lost, misplaced, or destroyed, a temporary pay card is opened by the personnel officer from data obtained from the service record and other available records. The personnel officer opening the card writes the word "Temporary" above the words "Pay Card" in the caption, and will make the following certificate in the space provided for the first indorsement: "I certify that the entries on this card are correct." Upon recovery of the original pay card, it is brought up to date from data obtained from the temporary card and the latter is cancelled and filed with the records of the company or detachment to which the soldier belongs. Procedure for Companies and Battalions Detached When a company is deatched from its battalion or other similar unit the personnel officer turns over the pay cards for the men of the company and the retained pay roll for the preceding month, or last month for which the company was paid, to the company commander or to a lieutenant designated by the company commander as personnel officer. When a battalion is sepa- rated from its regiment, the regimental personnel officer turns over to the officer designated by the battalion commander as battalion personnel officer the pay cards of all men of the battalion and the retained pay rolls for the preceding month, or the last month for which the companies of the bat- talion were paid. When a detached battalion rejoins the battalion or regi- ment the pay cards and all retained pay rolls are turned in to the battalion or regimental personnel officer. Similar procedure is followed when a com- pany or battalion not forming a part of a separate battalion or other separate unit is detached from or joins a command, post, camp, or other station. Partial Payments Advance or partial payments may be made to soldiers, under orders to be transferred or detached or to change station, when such payments are neces- sary to enable them to settle their post exchange, post laundry, and other accounts before departure for their new station. In the American Expedi- tionary Forces partial payments may be made for other purposes when so ordered by the regimental, separate battalion, or other similar unit com- mander, or by a higher authority. No partial payment shall exceed the proportionate part of the unobligated monthly pay which has accrued on the date that the soldier is paid. To deter- mine the unobligated monthly pay all allotments, forfeitures, and other charges against the soldier are deducted from his total monthly pay, including additional pay for marksmanship, gunner qualification, rating, etc. For ex- ample: If a solider's monthly pay is $35.00; his allotment $15.00; insurance premium $5.00; and forfeiture $5.00, his unobligated pay would be $10.00. If the partial payment is made on the 10th day of the month, he may be paid not exceeding ten-thirtieths of this amount, or $3.33. As a rule, partial pay- ments should be in even dollars. In the example stated the soldier should, therefore, be paid $3.00, $2.00, or $1.00, as may be deemed advisable. The amount and date of each partial payment is entered on the soldier's pay card under "Forfeitures, deductions and partial payments. Partial pay- ments in individual cases are made on War Department Form No. 369. In case of a detachment of ten or more men a pay roll for the detachment is prepared by the personnel officer in the following manner: A regular pay roll is used M T O C Administration — Lecture III Page 18 but the only data entered thereon is names, grades, dates of enlistment, en- listment period, Army serial number, the amount of partial payment in the column headed "Balance Paid" and the signature of the soldier. In such cases the personnel officer adds the following certificate in addition to his regular certificate as to the correctness of the entries: "The amounts set oppo- site the name of each soldier on this roll have been charged against him on his pay card." Payments to Soldiers Separated from Service Records Enlisted men while changing station or on detached service and separated from their service records on or after the last day of a month for which pay is due may be paid from data furnished by their pay cards by the nearest disbursing quartermaster on W. D. Form No. 369, or in case of a detachment of ten or more men on a detachment pay roll. The quartermaster making payments in such cases fills out and signs the next indorsement on the pay card of each soldier and reports the fact, date and amount of such payments by letter to the officers holding the service records of the men to whom the service records were forwarded, who delivers the letter with the pay cards to the personnel officer upon arrival of the men. This privilege is only per- mitted to be exercised when soldiers are unable to secure their pay in the regular manner. Special emphasis is given to this phase of the pay of soldiers in a letter of June 12, 1918, from the Adjutant General of the Army by order of the Secre- tary of War, to all Department, Division and Port of Embarkation Command- ers, and commanders of all excepted places, on the subject of Temporary Service Record and Pay Card. The letter calls attention to the fact that soldiers in hospitals, invalided home, on detached duty, transferred or on furlough, are not paid as regularly and promptly as desired. It calls attention to the fact that such delay has been traced to soldiers being separated from their service records. Particular attention is called to Bulletin No. 8 W. D. 1918 and Special Regulations No. 58-A 1918 as a cure for this evil. W. D. Bulletin No. 8, 1918, provides for the execution of a temporary or emergency service record when the soldier is separated from his original service record. This temporary service record is prepared at the soldier's new station, or at hospital (if wounded or sick) by the commanding officer thereat from any available data on hand, and pay roll may be prepared and certified accordingly. The function of Special Regulations -No. 58-A 1918 noted in this letter is that of providing pay cards. The main point in the letter is that the pay card should at all times carry sufficient data for the preparation of Form 369 if individually paid, or Form 366A W. D. if the number of men to be paid exceeds 10. Its concluding sentence is imperative. Under no circumstances shall a soldier go without pay or pay be withheld because of missing service record. MTOC Administration — Lecture IV Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE IV Military Correspondence, Military Channels, Correspondence Book, Document File, Use of Company Record and Reports Military Correspondence outline 1. Classification of Correspondence. 2. Military Channels. 3. Form of Military Letters. 4. Indorsements. 5. Enclosures. 6. Folding. 7. Carbon Copies. 8. Style and Character of Military Letters. 9. Penalty Envelopes. 10. The Memorandum. 11. The Telegram. 12. General Points to be Observed in Military Correspondence. 13. Blank Forms. A considerable part of the work of the clerk in the Motor Transport Corps is the preparation and handling of various kinds of correspondence. Com- plete and very definite rules are laid down relative to the form, style and methods of handling military correspondence, differing in many respects from those prevailing in ordinary commercial correspondence, and it is therefore essential to have an exact understanding of these rules. 1. Classification of Correspondence. Correspondence is divided primarily into five classes: General, Special, Telegraphic, Confidential, and Secret. (a) General Correspondence is that arising out of the routine operations of a government department or other division of the military service. It con- sists of notifications of orders, regulations, treatises on general subjects con- nected with the service, maps, documents, drawings, etc. Because of its wide- spread circulation such correspondence is usually printed in some form or other, and the average clerk will have little to do with its preparation. (b) Special Correspondence is any official correspondence between individ- uals or between departments, and individuals in their official capacity. It is the type of correspondence with which the clerk must be familiar. Special M TOG Administration — Lecture IV Page 2 correspondence may be further subdivided into formal correspondence, consist- ing primarily of letters prepared according to the rules for military letters; and informal correspondence, such as memoranda, on matters of lesser impor- tance. (c) Telegraphic Correspondence, as it name implies, consists solely of tele- grams (either night or day) and is not correspondence in the strict sense of the word. In general, telegrams are authorized for use only in cases of emergency. (d) Confidential Correspondence is any correspondence which can not be made a matter of general knowledge but restricted to a more or less degree to certain individuals or groups of persons within this service. Such corre- spondence may be subdivided into three general classes indicated by the terms "Secret," "Confidential," and "For Official Use Only." Any correspondence, document, or map marked "Secret" is for the personal information of the in- dividual to whom it is officially entrusted and all those officers under him whose duties it affects. (e) 1. A document or map marked "Secret" is for the personal infor- mation of the individual to whom it is officially entrusted, and of those officers under him whose duties it affects. The officer to whom it is entrusted is per- sonally responsible for its safe custody, and that its contents are disclosed to those officers mentioned above, and to them only. The existence of such a document or map will not be disclosed by the officer to whom it is entrusted nor by his officers, without the sanction of superior military authority. No document or map marked "Secret" will be even taken into the front line trenches in the theatre of war. A document or map marked "Secret" even thought it may bear other classifying marks, such as "Confidential" or "For official use only" will nevertheless be regarded as "Secret" within the mean- ing of this paragraph. 2. A document or map marked "Confidential" is of less secret a nature than one marked "Secret" but its contents will be disclosed only to persons known to be authorized to receive them or when it is obviously in the interest of the public service that they receive them. 3. The information contained in a document or map marked "For official use only" will NOT be communicated .to the public or to the press, but may be communicated to any person known to be in the service of the United States, simply by virtue of his official position. 4. Documents and maps classed as "Secret" or "Confidential" will NOT be referred to in any catalogue or publication which is not itself a document marked "Secret" or "Confidential" as the case may be. An officer or soldier who communicates information contained in a document or map marked "Se- cret" or "Confidential" or "For official use" will, at the same time, inform the person or persons to whom he communicates the information that it is "Secret" or "Confidential" or "For official use only," as the case may be. The only legitimate use an officer or soldier may make of documents or informa- tion of which he becomes possessed in his official capacity is for the further- ance of the public service in the performance of his duty. Publishing official documents or information, or using them for personal conti'oversy or for any private purpose without due authority will be treated as a breach under the Articles of War, or under Section 1, Title 1, of the Espionage Act approved June 15, 1917. In order to reduce the possibility of confidential communica- tions falling into the hands of persons other than those for whom they are intended, they are enclosed in an inner and outer cover. The inner envelope or wrapper is addressed in the usual way but very plainly marked "Confi- M T o c Administration — Lecture IV Page 3 dential," this is enclosed in another sealed envelope or wrapper addressed without notation of any kind as to the confidential nature of its contents. 2, Military Channels. Unlike the business letter of the commercial world, the military letter does not always proceed directly from the writer to the one to whom it is ad- dressed. Communications, whether from a superior to a subordinate, or vice- versa, must pass through the intermediate commanders. This is known in the Army as "Military Channels." In the service it is customary for official communications to be addressed to the person or department for whom intended followed by the phrase "Through Military Channels" or "Through Channels" entered (between the name of the person addressed and the subject as will be seen hereinafter). Letters of this character are then passed to the intermediate commander of the writer who forwards it by indorsement to the next intermediate com- mander, and so on until it reaches the proper destination. Letters from enlisted men of the company intended for the commanding officer of the Post, for example, are addressed to him "Through Military Channels." Such letters are delivered to the company commander, who, if he approves, forwards them by indorsement to the next superior officer (in this case the regimental commander) who takes similar action indorsing the letter to the Post Commander. Similarly letters from a company commander intended for any superior officer or department must pass through the hands of all the intervening officers before reaching their official destination. Official communications from officers and enlisted men of the Army in- tended for the Secretary of War or any Bureau or office of the War Depart- ment are addressed to the Adjutant General of the Army who transmits same to the proper department for action. Letters from an officer of one of the special staff corps to his bureau chief, regarding which the intermediate line" officers have no intei^est, are not required to go through military channels to the A. CO., but may be sent dii^ectly to the bureau chief, e.g., if the Div. Q.M. of an infantry division desires to make a recommendation of interest to and affecting only the Q.M.C. he need not send it through the division commander to the A.G.O., but may send it direct. If a subordinate Q.M. officer within the division desired to send a letter of that sort, it would first have to go through channels to the Div. Q.M. and then up. However, if a letter concerned the division, as, for instance, if it concerned the state of Q.M. supplies or funds, etc., it would have to go through regular channels and be sent up by the Division Commander. Correspondence in Field Service normally goes through the following mili- tary channels in the order intended : Company Headquarters, Regimental Headquarters, Divisional Headquarters, and Commander in Chief of the Field Forces. 3. Form of Military Letters. (A) Divisions: The Military Letter is divided into three parts, namely: 1. The Brief includes the heading, the number of the letter, the place or designation of the writer. (a) The Heading consists of the place and date and is placed either to the right of the sheet about an inch from the top occupying two or three lines as necessary or the place may be written or printed in the center of the sheet M TOC Administration — Lecture IV Page 4 at the top and the date only written to the right. Expressions of locality must be definite, including the name of the place as "Camp Meigs" followed by the Post Office address as "Washington, D. C." When the letter is written from the office or headquarters of a department, organization or station, it is customary to indicate this in the heading preceding the location as : Headquarters 19th Division, Camp Zachary B. Taylor, Louisville, Kentucky. In the upper left hand corner of the brief, below the date line is written the file classification number. This number is used for identification in filing purposes. Two spaces below the file number and an inch or an inch and a quarter from the left hand side is the word "From" with a colon, followed by the official designation of the writer, for example, "The Camp Quartermaster" or "Commanding Officer, Company L, 334th Infantry. In the absence of any official designation the name of the writer with his rank and regiment, corps or department is used instead. Two spaces below is the word "To" with a colon, followed by the designation of the person addressed as described above. Next comes the word "Subject" with a colon, followed by a statement of the subject of the letter in as few words as possible not to exceed ten. The words "From," "To" and "Subject" should begin on the same vertical line. Not less than four line spaces on the typewriter will separate the date line and the "From," "To" and "Subject." A double line space will separate the "Subject" line from the first line of the body of the letter. Official Addresses The staff officers of a Post Commander are addressed as follows: The Ad- jutant, The Camp Quartermaster, The Surgeon, and so on. Always address the title or office of the person addressed. In addressing commanders of companies within a camp as at Camp Meigs, either the form "The Commanding Officer" or "Commanding Officer" may be used; but it is the custom to use in such cases, "Commanding Officer, Headquarters Detachment, Camp Meigs, etc." Otherwise in case the address should be transferred, the letter when addressed to him personally would follow him to France if necessary, whereas the subject matter of the communication might directly concern the depart- ment rather than the individual. Instructions have been given previously covering a communication to one who has no official title. The Brief occupies the upper third of letter size paper and the upper fourth of legal-size paper and nothing but the brief may be written in that portion of the sheet. 2. The Body of the letter follows at least two spaces below the subject, care being taken to start it below the upper fold of the letter. When typewritten, it is single spaced with a double space between paragraphs. The body of the letter is written with the same margin as the "From," "To" and subject of the brief, paragraphs being indented about ten spaces or an inch. When there are two or more paragraphs, each paragraph is numbered; no number is re- quired when there is only one paragraph. The first paragraph should always contain the request or recommendation to be made, followed by the reasons, etc., in the subsequent paragraphs where necessary. 3. The Signature of official communications must be signed with a pen and not by fac-simile. At least, four spaces are left between the last line of the body of the letter and the first line of the signature. The name of the writer, MTOC Administration — Lecture IV Page 5 under recent regulations must be typewritten on the first line below the blank line left for the written signature. This is followed by the rank, regiment, 2orps or department of the writer where his official designation only has been given in brief. If this information is contained in the brief, however, it is not repeated in the signature. 4. Indorsements. It is customary in military correspondence to answer letters or forward them on through military channels by means of indorse- ments. The first indorsement follows two spaces immediately after the signa- ture of the writer of the letter and succeeding indorsements follow in order with two spaces between the indorsement to be written and the signature of the preceding indorsement with an interval of about a half inch between. Additional sheets may be used where the number is so great as to use up the space left on the original communication. Each indorsement is preceded by its serial number (1st. Ind., 2d. Ind., etc.), written in the center of the page, two spaces below, and beginning at the left-hand margin is written the name and rank, title, reg. or corps of the party writing the indorsement followed by the place and date; then two dashes are made followed by the word "To." Next the word "To" followed by the official designation of the person or office addressed. Any recommendation as to approval or disapproval or additional information is written two spaces below followed by the signature of the writer with his rank (except that routine indorsements covering the passage of correspondence through military channels may be merely initialed). The body of the indorsements is single-spaced with double space between para- graphs and when there are two or more paragraphs, these are numbered con- secutively. The writing width of the indorsements is the same as that of the letter, and the indorsements are prepared with the same number of copies as military letters and the copies distributed in the same manner. (Note: In making indorsements be sure the carbon copy to be retained for the office record contains a complete record of the preceding indorsements and the letter indorsed). 5. Inclosures. Whenever supplementary records, reports, letters, etc., ac- company military correspondence, such inclosures must be numbered and given proper office marks. The number of inclosures to the original com- munication is noted on the face of the letter to the left, opposite the signa- ture. When inclosures are added at time indorsements ai'e made a notation as to their number is added below the indorsement in question as "one inclosure added," and below this the total number of inclosures, including the one added. In case inclosures are withdrawn notation is made, i.e., "one inclosure with- drawn, total two inclosures." Similar notation as to the inclosures added is made on the back of the lower fold of the first sheet of the original communica- tion, with the addition of the number of indorsement by which added, as "one inch 5th ind." Inclosures to indorsements are numbered in the same series as those to the original paper and the number of the indorsement to which they belong is added below. If few in number and not bulky, inclosures may be kept inside the original paper ; otherwise they will be folded together in a wrapper marked "Inclosures." The entry of serial numbers on inclosure and notations on papers to show the pi-esence of inclosures to an original communication or to show inclosures added or withdrawn will be made in the office in which the inclosures originate or are added or withdrawn. ("Moss Ai-my Paper Work, Para. 6)." The total number of inclosures accompanying a paper will be noted at the foot of each indorsement thereon. 6. Folding. All letter paper is folded in three and foolscap in four equal folds parallel with the writing. The top fold containing the brief is folded MTOC Administration — Lecture IV Page 6 toward the back of the letter and the lower fold over the face of the letter. Upon this lower fold is placed the office mark. This is a stamp bearing the number which serves to identify and coordinate all communications received in an office. The received and received back stamps are placed immediately below the body of the letter. In three-fold letters both the brief and the office mark are on the outside, rendering their identification easy at a glance. In three-fold letters of more than one sheet the two lower folds of all sheets except the first are placed between the first and second folds of the first sheet. In four-fold letters, whether of one sheet or more than one, both the brief and office mark can not be exposed at the same time. Either the brief or the office mark is covered by the other. It is necessary to choose which is most neces- sary for the identification of the letter and expose it. 7. Carbon Copies. Except in the case of letters of transmittal, periodical reports and similar communications of minor importance, all letters and in- dorsements that are typewritten are made with at least two carbon copies. One copy (or as many more as are desired) is retained for the files of the writer, and one is forwarded with the original communication. This forwarded copy is not regarded or marked as an enclosure. This copy is retained by the first office receiving the communication which requires a complete copy thereof for its records. The original is forwarded on through military channels by means of indorsements added to it; each office making an indorsement to the original communication makes at least two copies thereof retaining one and sending the other with the communication to be retained by the next receiving office. Whenever a letter is received that is to be indorsed or otherwise forwarded, and consequently does not remain in the files, which is of sufficient importance to be made part of the records of the receiving office, the clerk must make a copy of it, as the original communication is not retained but made the basis of further handling of the communication and eventually returned to the original writer. 8. Style and Character of Military Letter. 1. The Military Letter should refer on one subject only. This is especially important because correspondence is filed within the War Department accord- ing to subject. 2. Only one side of the paper is used. Margins of an inch or an inch and a quarter should be left on either side. No colored inks are used. Particular attention should be paid to the neatness of the letter. 3. Letters should be concise and as brief as possible. Statements should be direct and to the point. 4. Ceremonial expressions and forms of address of all kinds are omitted. Words like "I have the honor to request" or "Thanking you very kindly" and all forms of salutation and complimentary closing are disregarded. This does not mean that the letter should not be courteous in tone, but there should be no unnecessary language. 5. Wherever possible military letters should be written in the third person. 6. Titles are not as a rule abbreviated, although when exceptionally long they may be. A list of standard abbreviations is used in Army paper work and will be found in M.Q.M.C. Vol. 2, Appendix 27, Paragraph 38. These abbreviations are intended primarily for the use in preparation of pay rolls when the knowledge of them is of value in connection with correspondence. 7. Letters from an officer or enlisted man to any superior officer should "Request" rather than "demand" or "direct." M TO c Administration — Lecture IV Page 7 8. The first paragraph of a letter should make reference to any previous correspondence where necessary, and state the specific request or recommenda- tion to be made followed by any modifying statements or explanations. 9. Penalty Envelopes. Official communications and other mailable matter relating exclusively to the public business are transmitted through the mails free of postage if cov- ered by the "Penalty Envelopes." Letters and publications are sent under government franks, which have stated on their face the words "Official Busi- ness" and also the words "Penalty for private use $300." This last expression gives the envelope the official name, penalty envelope. Information which is intended to be used in the performance of official duty only is official information. That which is to be used for the furtherance of private interest or business, even though called for by a public officer, is pri- vate information. The official or penalty envelopes may be used to give or obtain the former but not the later. When an official writes to a private party on official business, he may enclose with his letter an official penalty envelope properly addressed to himself, to cover the reply, provided the reply is important from the standpoint of the government A.R. 837. But where the reply is for the benefit of the other party, he is not entitled to use the penalty envelope in sending it. Thus, it has been held that a commercial firm was not entitled to use penalty envelopes for the submission of vouchers to the Q.M. for payment of accounts of the firm. The penalty envelope is not used for foreign correspondence. 10. The Memorandum. When communications are of a local nature or not important enough to require the formal letter, an informal type called the Memorandum is used, an example of which is shown as follows : HEADQUARTERS, 2nd BATTALION, 301st INFANTRY, CAMP DEVENS, MASS. July 7, 1918. Memorandum: Commanding Officer, Company B. 1. Report will be submitted to these headquarters by 9:00 A.M., July 8, 1918, of all men in your organization whose service records do not show typhoid inoculation to have been completed. By order of Major Brown. Horace W. Green, 1st Lieut. Infantry, Adjutant. The regulations regarding military letters do not apply to memoranda. Only one copy is forwarded and no record need be kept except for the convenience of the writer. In actual practice, this type of communication is the one most frequently used. It is not the practice to add indorsements to memoranda, but rather where the occasion demands, make replies in the form of new memoranda. Letters to Persons Outside of the Service Letters written to civilians or commercial firms outside of the service follow the ordinary business form but with as little ceremonial language as is con- sistent with courtesy. 11. Telegrams. Official Telegrams are sent on Form 406 Q.M.C. (Procure and Refer to form.) In case a form is not available, use an ordinary commercial blank, MTO c Administration — Lecture IV Page 8 indorsing thereon, over your own signature. "This telegram is on official business, and necessary for the public service," and also mark it "Government Paid." (Cir. 17, Q.M.G.O. 1916). Never mark an official telegram "Govern- ment Collect." Accounts for telegrams on militai'y business prepared in the prescribed forms in the name of the telegraph company rendering the service and accompanied by the original telegrams, will be paid by the Depot Quarter- master, Washington. When the telegrams are sent "Collect" by private individuals, the nature of the telegrams should govern the action of the disbursing Quartermaster. If strictly Government business, payment will be made by the designated disburs- ing officer on the "impression copy" made by the receiving operator. This im- pression copy must show the full check "Collect," the date and place of origin, the place of destination, operator's indication of transmission, time filed, and time sent. It practicable the officer receiving such a "Collect" telegram will place and sign on the impression copy the same certification that is on Q.M.C. Form No. 406, delivering it to the telegraph company's representative. The telegraph and cable will be used in case of urgent and imperative neces- sity in which the delay consequent upon transmission by mail would be preju- dicial to the public service (A.R. 1184). Day telegrams will not be sent when night telegrams would serve the purpose, consideration being given to the difference between eastern time and that of the zone to which the message is sent. Except in case of great urgency, night telegrams will not be sent when the delivery can be made by mail the following morning. Night telegrams will be plainly indicated by the words "Night Telegram" stamped thereon. (A.R. 1184). Urgent telegrams should be marked "Day Service — Urgent." (Cir. 17, Q.M.G.O. 1916). Whenever practicable, the consolidation into one message of several tele- grams to be sent to a single officer in the course of a day's business should be effected. (A.R. 1184). Whenever special delivery is necessary to expedite the delivery of an official telegram, or where the place of delivery is located beyond the established free delivery limits, the office filing the telegram for transmission should mark it "Special Delivery Charges Paid." These charges, which should be included in the bill of the telegraph company will be settled the same as regular charges. If such charges would be excessive, mark the telegram "By mail from " indicating the name of the telegraph office from which the telegram should be mailed. Numerals will be written out in all telegrams. Example: "Retel September twenty-ninth comma appropriation for one thousand ti hundred fifty dollars approved." The expression "Retel" followed by the date on which the telegram was sent is used when referring to a telegram being answered. All telegrams will be carefully scrutinized to see that superfluous words are omitted, addresses condensed, and the official title of the sender omitted or reduced to the minimum, thus bringing the message, as far as practicable, within the limit of twenty words. Example : "Retel of this date comma arrangements will be made for you to report im- mediately in order that your pay status may be determined." In the above case, the words italicized should be omitted. All official telegrams should be signed with the name of the Department Head; for instance in the Surgeon General's office, telegrams of an official nature are signed "Gorgas." Official telegrams within Camp Meigs are signed by the name of the Commanding Officer of the camp, per the name of the MTO c Administration — Lecture IV Page 9 Company Commander, or other subordinate officer; for instance "Gienty per Smith." In preparing telegrams where a reply is indicated, to insure facility in despatch of replies, a sentence, in substance, as follows, will be inserted in the body of the telegram — "Wire attention (name of officer interested)." All telegrams of an official nature will be prepared with two carbon copies, one yellow tissue sheet for the files of the office, .and one white tissue, to be marked "Confirmation" and mailed to the addressee. When a telegram is of such a nature as to be urgent although not strictly confidential it may be phoned to the telegraph company. In such cases the original is mailed to the telegraph company and in the lower left hand corner is noted the time sent and the initials of the party who phoned the telegram. Example : "Official (Confirmation Phoned 9 A.M.) HEJ 6-30-18." Punctuation points are charged for at word rates. They should not be put in a telegram unless they are necessary to make sense, and in that case should be spelled out. Compound words count as one word. The last name of the officer addressed, or his title, and the last name of the sender are generally sufficient; for example, in case of officer addressed: "Colonel Harris, Twenty three West Fiftieth Street, New York City." Telegrams to the Adjutant General of the Army should be addressed "Ad- jutant General, Washington, D. C. Official telegrams sent from the Office, Chief, Motor Transport Corps, are signed "Drake Motors" followed by the name of the officer sending the telegram, e.g., "Drake Motors Andrews" de- pending on the branch of the office sending the telegram. 12. General Points to be Observed in Military Correspondence. The clerk will have occasion to handle from time to time various kinds of general communications from the Commanding Officer of the Camp or Post and other superiors. These are in the form of general orders and bulletins usually issued by the Adjutant General for the Army as a whole, and circulars and orders by the Director, Motor Transport Corps covering the Motor Trans- port Corps only. Such communications are merely filed in a convenient man- ner for ready reference as they apply to the ordinary conduct of business within the service. In addition to this, special orders, bulletins, circulars, etc., are issued by the Commanding Officer of the camp or station for the guidance of organizations and individuals within the jurisdiction of the Com- manding Officer. These are filed separately in the same way as the general communications described above. 13. Blank Forms. Still another type of correspondence used in the Army may be termed "canned" correspondence. These are the standard blank forms authorized by the Secretary of War to cover the ordinary routine of government work and take the place of a large amount of correspondence that would otherwise be necessary. In addition to the general forms provided for use for the Army as a whole there are a number of special forms provided by the various corps and departments of the Army for use only within their jurisdiction. All of the standard forms, however, have the same authority as Army regulations and the directions accompanying them are to be followed rigidly. It should be kept in mind that a knowledge of the proper use of the forms provided will eliminate a great deal of unnecessary correspondence and M TOC Adm in istra t ion — Lecture IV Page 10 greatly simplify the work of the clerk. Instructions on these forms should be carefully studied and the students should be able to fill them out correctly and completely. Correspondence Book and Document File as Used in a Company Office Method of keeping record of correspondence and returns in company office. Uses or Correspondence Book. Authorized by A.R. Par.-280. How long retained. How obtained. Relation Between Correspondence Book and Document File. Document File What it consists of. How uted. A.R. concerning Document File. A company keeps a record of its correspandence in what is known as the Correspondence Book, supplemented by the Document File. The Correspondence Book is a blank book, four inches wide, 8V2 inches long, and about an inch thick, contains an index, and is furnished by the A.G.O. on request; or it may be any blank book approximately that size and containing an index. The blank pages are for entries regarding correspond- ence, the index for the purpose of readily finding any entry. Figures 1 and 2 show samples pages of the Correspondence Book. Anderson, Joseph 2034, 2116, 2033 2117 A Andrews, James 2035 2036, 2230, 2231 Ammonia Solution 2149 FIG. Articles of War 2345 2350, 2400, 2451 (Index) 197 2031 July 3/18 Muster Roll forwarded through Mustering Officer. 2032-Doc. 2033-Doc. 2034 July 6/18 Efficiency report of Lieut. Miller forwarded through Post Com- mander. 2035 July 12/18 Rec'd. July 12/18 from C. O. Madison Bks. N. Y. application of Mech. James Andrews, Co. "A" 1st Inf., requesting transfer to Co. "B" 2nd Inf. 1 Incl. to C. O. Madison Bks. N. Y. July 12/18 Doc. (Entries) FIG. 2 M TO C Administration — Lecture IV Page 11 The nature and extent of the entries in the correspondence book depend primarily on whether or not the office has for file in the document file a carbon or other copy of the letter, indorsement or other item of correspond- ence referred to. If such letter, indorsement, etc., is completely represented in the document file by a copy, nothing but the file number followed by the word Doc. (e.g., 2033 Doc.) is entered in the correspondence book. If, however, a letter, etc., is not represented in the document file by a copy, then a bi'ief of same, with notation of action taken thereon, is entered in the correspondence book. Such a brief consists of: 1. The serial number of the item in the Correspondence Book. 2. The date of the communication or the indorsement, and the date of receipt. 3. The name of the writer. 4. A very brief synopsis of the subject. 5. Notation of numbers of inclosures, if any. (State if any inclosures are added or withdrawn. If inclosures are important make a copy of synopsis.) 6. Action taken. (Disposition of paper and date.) "Remember that indorsements are not entered in the correspondence book. When made of record at all, copies of them are filed in the document files." (Moss, Army Paperwork.) The document file also contains copies of all letters, indorsements or tele- grams originating in the office ; but in handling incoming papers, especially indorsements, common sense must be used in choosing what shall be filed and what briefed in the correspondence book. An office should not have on its records any facts which do not concern that particular office. Each item in the correspondence book is numbered from 1 forward con- tinuously and without break for any new year. The papers that are filed in the document file and the entries that are made in the index are numbered to correspond with the numbers of the items in the correspondence book, the papei's in the document file being filed serially. "Each item entered in the correspondence book is indexed under its sub- ject, and when necessary under the name of the writer of the communication and the name of the persons mentioned therein. (One entry of a name or a subject in the index is as a rule, sufficient.) The numbers of any other items about that subject are placed after the original entry in the index. (See illustration, Fig. 1.) A space of at least three lines should be left below each original entry in the correspondence book for use in continuing the record, if necessary." No communication exhibiting the notation of a previous entry should be again entered in the same correspondence book, unless for special reasons. If a communication that has already been entered is returned, the necessary data are added to the previous entry. However, should it be necessary to enter the same communication a second time, head the entry "Continued from page — " and add after the original entry "Continued on page — ." Since almost every company office has the use of a typewriter, a carbon copy of practically all correspondence passing through the office is retained in the files. Therefore, for the most part the entries in the correspondence book show only the document numbers. The Document File The need and purpose of an adequate filing system is to provide : first, a place for the safe keeping of papers, cards, documents or records of any kind ; MTOC Administration — Lecture IV Page 12 second, a method of classification that insures the filing in the same place of all papers on the same subject and the finding of papers quickly when needed. The correspondence book is supplemented by the Document File. The papers of that file will be numbered to correspond with the numbers of the items and of the index entries and will be filed according to their serial numbers. The file will contain the original documents or communications when these are retained, and carbon, letter press, or other legible copies of all letters, in- dorsements, or telegrams sent with regard to the same. The file will also contain similar copies of all letters, indorsements or telegrams originating in the administrative unit or office. When more than one paper pertaining to the same item is placed on the file, the papers will be placed in an envelope, if practicable, and the number of the item will be noted thereon. Papers differently numbered, but on a related matter, may also be kept together when desired, but if so kept, a reference slip must be inserted to account for the paper absent from its serial place. No i*ecoi - d will be made beyond the mere notation of the fact of origin or receipt and disposition in respect to the following: 1. All papers not pertaining to the business of the receiving office. These should be transmitted forthwith to the proper place for action. 2. Accounts current, vouchers, returns of personnel and of stores and other property, inventory and inspection reports, and requisitions. 3. Mere letters of transmittal. Such letters when received will be de- stroyed forthwith. 4. Request for and acknowledgment of receipts of publications and blanks. 5. All other communications that have no permanent value and that are finally disposed of by answers thereto. 6. The serial numbers in the "Document File" will consequently not be complete, but whenever a paper is filed therein, abbreviation "Doc." will be placed after the proper entry in the correspondence book in order to indicate that the paper itself, as well as any record pertaining to it, will be found in the "Document File." The following named books of record, reports, and papers will be kept in each company as ordered by paragraph 280 A.R. "A correspondence book, a sick report, a morning report, and in com- panies supplied with public animals, a file of descriptive cards of public animals, all to be furnished by the Adjutant General's Department; also a company council book, a record of punishment awarded by the company commander under the provisions of paragraph 953 to be furnished by the Quai'termaster Corps. '"There will also be kept, on blanks supplied by the Adjutant General's Department, a complete record, description, and account of all men who belong to or who have belonged to the company. A record of vaccinations will be kept on these blanks. "There will also be kept a document file, orders and instructions received from higher authority and retained copies of the various rolls, reports and returns required by regulations and oi'ders. "Where copies of orders affecting the company are not supplied, the orders will be copied, if practicable, attested by the Adjutant, and placed on the order file." Paragraph 281. "There will also be kept in each company or detach- ment full information respecting all equipment and other property held MT C Administration — Lecture IV Page 13 on memorandum receipt, showing list of articles, date of receipt, from whom received, and the name of the officer who signed the memorandum receipt thereof; also an account of all articles turned in, expended, stolen, lost or destroyed; and the company or detachment commander will have a settlement with the staff officers concerned quarterly and when relinquish- ing his command. "Of the books, reports and papers referred to in this and in the preced- ing paragraph, the correspondence book, the document file, the service records of enlisted men, the muster rolls, the monthly returns and all other returns of the personnel, will be permanently preserved. "Division and department orders, except extracts of special orders, will be disposed of under instruction of the division or department commander when the company is relieved from duty in the division or department. "The other books, reports, and papers will be kept five years, reckoned from the close of the period of their use in case of books and reports and from their dates in case of papers, when they will be destroyed under di- rection of the Commanding Officer." M TOC Administration — Lecture V Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE V Service Record Introductory, Nature of Service Record, General Instructions, Entries made by Recruiting Officer, Descriptive List, Indelible or Permanent Marks, Current Enlistment "Accepted for enlistment at," "Enlisted at," Method of filling out when man is drafted or inducted. Report of Assignment, By whom made out, Where sent. Other Entries, Indorsements, By whom made out, Method of making out, Military Record, Court-Martial, Allotments and Deposits. Importance and Care of Service Record. A personal record is kept of each soldier on Form No. 29, A.G.O. which is called a Service Record. This form follows the soldier throughout his service in the Army. It gives a complete statement of his services and of his accounts with the government. When a man enlists, the record is opened by the re- cruiting officer, while under the draft system this work is done by the company commander of the first organization to which the soldier is attached. In the latter case the information necessary for opening the record is forwarded by the soldier's local draft board. As the man changes from one organization to another, subsequent entries are made by company commanders, or for them by their clerks. Some of these entries require initialing by the company com- manders themselves. Where this procedure is necessary, the service record itself carries instructions to that effect. Such instructions occur at the tops of pages on which the initialing is called for. The following general information concerning the handling of a service record is printed on the first two pages of the form: MTOC Administration — Lecture V Page 2 1. Opening of Record. — When a soldier is enlisted or reenlisted a service record on this form will be opened for him by the recruiting officer, who will fill out the Descriptive List, page 2, the Prior Service, and the first part of Current Enlistment, page 3. Other data called for by the printed headings or by these instructions will be supplied from time to time as occasion arises by the soldier's company or detachment commanders, care being taken to make the record complete and to keep it up to date at all times. 2. Forwarding to First Station.— When a soldier is sent from the recruit depot to a post, camp or regiment, for assignment, the adjutant, or other desig- nated officer, at the depot will fill out the first indorsement and turn the service record over to the officer or noncommissioned officer in command of the detach- ment or department recruits; or, if no officer or noncommissioned officer be placed in command, the service record will be forwarded by mail to the proper commanding officer. 3. Transmission to Company. — Upon assignment of a soldier to a company, the post, camp or regimental commander will transmit the service record to the commanding officer of the company to which he is assigned, detaching the report of assignment and forwarding same to the Adjutant General of the Army. 4. Soldiers Transferred or Detached. — When a soldier is transferred or detached from his company, the company commander will fill out the second indorsement and transmit the service record to the soldier's new commanding officer in the manner prescribed in paragraph 2, above, in the case of soldiers leaving the recruit depots. Subsequent endorsements will be filled out as the soldier's change of station or status requires, the original service record thus following the soldier wherever he goes. Each commanding officer forwarding the service record will retain an official copy of his indorsement, to which will be added the name of the soldier for purpose of identification. 5. Data to be Included in Indorsements. — Each indorsement will give the reason for the soldier's change of station or status, and his character and will contain a full statement of his accounts at the time. Under the heading "Due United States" will be noted all authorized stoppages for loss of or damage to government property or supplies; amount due on account of allotments, post exchange, post laundry, tailor, company fund, or transportation; and stop- pages, including detained pay under sentence of a court martial and on account of absence from duty because of disease resulting from the soldier's own in- temperate use of drugs or alcoholic liquor, or other misconduct. In short, all information required to be entered on the pay card and pay roll will be incorpo- rated in the indorsement on the service record, the wording of the indorsement conforming to model remarks for such rolls prescribed by the War Department. 6. Soldier Furloughed to Reserve. — When a soldier is furloughed to the reserve, his service record will be forwarded by indorsement to the officer charged with keeping his records as a reservist. If the soldier is detached from his company at the time he is furloughed to the reserve, a copy of the indorsement forwarding the service record will be furnished his former com- pany commander without delay. 7. Soldiers Discharged, etc. — When a soldier is discharged or otherwise separated from the service without being furloughed to the reserve, his service record will be closed and forwarded to the Adjutant General's Office. If the soldier is on detached service at the time of discharge, the officer having charge of the service record sends it to the Adjutant General and at the same time notifies the discharged man's company commander. 8. Record of Court-Martial. — When the service record of a soldier shows a sentence by court-martial, it will be accompanied by an authenticated copy of MTOC Administration — Lecture V Page 3 the record of summary court-martial, or by an official copy of the order promulgating- sentence in case of conviction by a general or special court- martial. 9. Procedure in Case of Lost Record. — In the event that a service record is lost, a report of the fact will be made to the Adjutant General of the Army, who will start a new service record, transmitting same to the recruit depot or station at which the soldier was enlisted. The new record will then be forwarded in turn to the commanding officers of the companies in which the soldier has served during current enlistment, each commanding officer repeat- ing the indorsement required by paragraph 4, and making appropriate entries in the body of the record. Pending receipt of the new service record the sol- dier's pay and duty status will be deermined from the data shown on the last pay roll on which his name appears, and from other records of the company or detachment with which he last served. 10. Changes in Entries. — Erasures of entries on a service record are pro- hibited. All changes in original entries must be made by drawing lines through the entries, and each change will be duly authenticated by the initials of the officer making it. 11. Additional Spage for Entries. — In case the space under any heading, except "Deposits" in the body of the record proves insufficient, the entry will be continued under "Remarks," page 5. If the space under "Remarks" or "Deposits" is insufficient, additional sheets may be securely pasted at the bot- tom of the page, as indicated by foot note. If the space for showing change of station or status in an indorsement is insufficient, the entry will be con- tinued under "Due United States." One indorsement may, if necessary, occupy the space allotted to two. If there be more than 12 indorsements, an addi- tional sheet will be securely pasted at the bottom of the last page of the form, as indicated by foot note. Under no circumstances will sheets or slips of paper be pasted or attached to a service record except as provided above. 12. Initialing of Entries. — Each entry under "Military Record," pages 4 and 5, and "Allotments," page 7, will be initialed by the recruiting officer or company commander, as the case may be. Where there are no data of record relating to a printed heading, the space under that heading will be left blank, except that in case of transfer to another organization or furlough to the reserve, the company commander will insert his initials in such blank spaces to show that he has not overlooked the entries. Negative entries, such as "None," "Nothing," etc., will not be made in any part of the form except as required for street and house number and indorsements. In what is to follow there will be some repetition of the foregoing instruc- tions. Repetition is for the purpose of emphasis, for a service record must be made out properly, since all matters regarding a soldier's rank, pay, and status in general are determined by the service record. When an enlisted man is transferred or sent on detached service his record is forwarded by mail to his new commander. If a number of soldiers is being transferred at once an officer is usually sent with them. In such case the officer takes charge of the service records for the whole group. Upon the completion of a man's term of enlistment, his service record is closed by proper entries being made on it by the Commanding Officer of the last Company to which he belonged, and forwarded to the A.G.O. Entries Made by Recruiting Officer. Upon the enlistment of a soldier, a clerk in the recruiting office opens the service record by entering the soldier's name in ink, printing out the charact- ers, not writing them in script; then he enters the arm of the service in which M TO C Administration — Lecture V Page 4 the enlistment is made. Since the distinction between Regular Army, National Army, etc., has been discontinued, it is unnecessary now to pay attention to those terms, if found at the top of the service record. He then turns to page 2, and makes out the "Descriptive List." The method of doing this needs no explanation. Caution, however, should be observed in inserting the name and address of the person to be notified in case of emergency. If there is no street or house number the words "none given" should be written in. Other blank spaces require no insertions if there is no information pertaining thereto. Under the heading "Indelible or Permanent Marks," tattoos, scars, or other blemishes are noted. Here a method of abbreviating is adopted, for example: Tattoo, anchor, left forearm. On page three provision is made for giving information with respect to previous service in the Army or Navy. This is taken care of by the recruiting officer, as are also entries to be made under the heading "Current Enlistment." Under the caption last mentioned, some caution is necessary to avoid confusing "Accepted for Enlistment at" and "Enlisted at." The place of acceptance for enlistment may or may not be the place of enlistment. The date of enlistment is the date the man was sworn in. In the case of a drafted man, the date he is ordered to report to his Local Board is inserted; the words "Accepted for enlistment" and "Enlisted , 191 " are stricken out, and immediately above the line be- ginning "by" is written "Reported to Local Board same place and date" or whatever place and date he did report. In case of voluntary induction the foregoing is handled in the same manner as for an enlisted man except that the words "Voluntary Induction" are written- after the words "enlistment period. Report of Assignment. "Report of Assignment" is provided for on a perforated leaf affixed to the service record between pages two and three. This report is filled out by the commanding officer of the first organization to which, the soldier is assigned. It is then immediately mailed to the Adjutant General of the Army, at Wash- ington, D. C. In the case of a drafted man, this report is not filled out or mailed to the A.G.O. but is torn out and destroyed. Instead of it, a special form, printed on a pasteboard sheet, called "Enlistment & Assignment Card" is filled out and mailed to the A.G.O. Other Entries. In the case of a man who has enlisted at a recruiting depot, the "1st Ind." (first indorsement) on his service record is made out by the adjutant of the depot, when the soldier is sent to his first organization. The order, and its date, calling for the shipment of the soldier are here given. Subsequent indorsements are made out by company clerks and signed by company commanders, whenever the soldier is transferred or sent on detached service. All indorsements must give the order calling for the soldier's transfer, the condition of his accounts with the government and a statement regarding his character. The blank space for indicating the man's character is filled out in the handwriting of the officer signing the indorsement, one of the three fol- lowing expressions being used: Good, very good, excellent. No statement is made in this space regarding arrests or courts-martial. The manner in which an indorsement is made is illustrated below: 2nd Ind. Fort George Wright, Wash. Feb. 17, 1918. M T O C Administration — Lecture V Page 5 To C. O. Camp Meigs, Washington, D. C. This soldier transferred to your post per telegram, A.G.O. 2-13-18. He was last paid to include 1-31-18 By Capt. R. E. Grant, Q.M.C. Due United States Nothing This soldier has an allotment running. His character is very good. E. C. Emory, Capt. 5th Coast Artillery, Commanding. Company clerks should make out and file a copy of their own indorsement. This copy becomes a part of the company's permanent file; the reason for its retention will be apparent by turning to instruction number nine on the front cover of the service record. Under the heading "Military Record" events in the service of the soldier are entered as they occur. Marksmanship, battles, wounds, medals of honor, certificates of merit, furloughs, changes in rank, and statements regarding arrests and courts-martial, are noted. When a soldier is tried by court-martial, a record of the trial is entered. The complete "Charge Sheet" is filed with the service record. The blanks on pages six and seven regarding clothing are no longer used. A separate statement has been substituted therefor. War risk allowances and insurance premiums will be entered on page 7 of the soldier's service record in space provided for "Clothing Settlements." On separate lines, the following notations will be made, leaving a vacant line under each notation to allow for notice of discontinuance. These entries must be made on their respective lines and on no others, Class A allotments being made on the first line, Class B the third line, Class C the fifth line and Class D the seventh line. In the event that there are no allotments of a certain class, the line will be left blank. Class A. family allowance $ per month Class B. family allowance $ per month Government Insurance Premium $ per month Private Insurance Premium $ per month as the case may be. Class E allotments will be entered in space provided for allotments at the bottom of page 7, interpolating the words "Class E" before "Allotments" in the heading. (S.R. 72, par. 18.) When a soldier makes a deposit of part of his pay, a record of such deposit is entered on page eight. The date, amount and officer with whom the deposit was made are noted. Since a large portion of a soldier's pay is being taken for allotments, insurance premiums and Liberty Loan subscriptions, or being withheld while he is on "overseas" duty, few deposits are being made. Importance and Care of the Service Record. The importance of service records cannot be overstated. They must be kept according to instructions, and in their handling no erasures are ever permis- sible. Incorrect entries are lined out and the necessary changes authenticated and initialed by the officer making the alterations. Service records should be carefully kept in some manner so as to avoid tear- ing them. A good method is to keep each record in a separate jacket. Data MTOC Administration — Lecture V Page 6 concerning the soldier can be written on the outside of this covering. A system of this kind will obviate the necessity of constantly turning to the record itself. Considerable confusion has resulted from the interpretation of Bulletin No. 8 in regard to the temporary service l-ecord and pay card. The following is a copy of Paragraph 3, Bulletin No. 8, February 18, 1918. "From communications received in this office relating to the loss of serv- ice records in transit, it is shown that in general the fault lies with com- manders who have had but temporary jurisdiction over the men whose rec- ords are reported to be lost, due to the arrival and departure of the men before the receipt of the service records and the failure of the commanders to transmit the records when received. "All commanding officers are enjoined to expedite the transmittal of service records of men transferred or detached and to use care in determin- ing the proper address to which the record is to be forwarded. "Application to the Adjutant General of the Army in compliance with instruction on the service record form should not be made until it is rea- sonably certain that the service record is lost, and effort should first be made to obtain the missing service record from the company or detachment with which the man last served. "When an enlisted man is transferred, assigned, or attached to a com- pany or detachment and is again transferred or detached before the service record has been received, a temporary service record will be prepared from available data and forwarded to the new company or detachment for use until the original or a new record obtained through instruction 9 on the blank form is received, when the temporary record will be filed with the company or detachment receiving the original or new record. Temporary service records will be marked "Temporally" at the top of the first page or brief by the officers starting such records. "Correspondence received in this office also indicates that some company or detachment commanders are withholding pay from enlisted men because of missing service lecords. Substantially all data on the service record affecting the man's pay are copied from the pay rolls and other records of the company or detachment with which he last served, and prompt action should be taken by the new company or detachment commander, in case of loss of a service record, to obtain the data necessary to pay the soldier as provided in the last sentence of instruction 9 on the service record form, which reads as follows: "Pending receipt of the new service record, the soldier's pay and duty status will be determined from the data shown on the last pay roll on which his name appears, and from other records of the company or detach- ment with which he last served." M TO c Administration — Lecture VI Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE VI Morning Report Sick Report Duty Roster Delinquency Record Form 509 Q.M.C. Record of Courts-Martial Army Paper Work All paper work in the Army must be in accordance with prescribed methods and no deviation from these methods is ever permissible. When reports and re- turns come into a central office in large numbers, it is essential that they be made uniformly and that they be coi'rect. United States Army Regulations expressly state just what books of record, reports, and papers are to be kept in each company. The Adjutant General's Office provides the necessary blank forms. Clerks connected with company administration must familiarize themselves with these. As Army Regulations are changed quite frequently it behooves a company's administrative force to keep them posted to date. The first paragraph in "Army Paper Work," by Colonel James A. Moss, reads as follows: "As irksome as paper work may be to many people, it is nevertheless an essential feature of military life, being as necessary in its way, as any other part of the military profession, forming, as it does, an important part of Army Administration. It is, therefore, a subject in which officers, sergeants- major, first sergeants, company clerks, and others should be proficient. How- ever, it must be remembered that proficiency in paper work, like proficiency in anything else, requires work and attention to business." Morning Report Every officer and enlisted man of the Army on the active list, and every retired officer and enlisted man on active duty, except individual officers de- tached and serving alone, will be accounted for daily on a morning report. Four forms for morning reports are provided, viz: Company morning report (Form No. 332, A.G.O.). Headquarters company morning report (Form No. 333, A.G.O.). Headquarters morning report (Form No. 334, A.G.O.). Consolidated morning report (Form No. 336, A.G.O.). MT-OC Administration — Lecture VI Page 2 The company morning report is made out daily and transmitted usually be- fore nine A.M. of the day following that covered by the report to the Sergeant-Major. The morning report day is the period from midnight to midnight, and the report shows by tabulation the condition of the company at the end of the day covered by the date of the report, and by appropriate explanatory remarks, all changes in duties and status of officers and enlisted men that have occurred during the day. With respect to the status of the personnel of the company, the report is detailed, giving the number of men on extra or special duty, sick in quarters, sick in hospital, absent with or without leave, in arrest or confinement. This is shown on the left-hand page which is ruled and headed for the purpose. The opposite page is used for remarks, covering any changes within the company since the previous report. Additions to the company by reason of assignment of men, etc., or deductions from the company for men on furlough or sick in hospital, etc., are shown under remarks. Since it would be impossible for the company clerk to remember all the information necessary for the making out of his morning report, it is well to make memoranda at the time of the occurrence of events so as to avoid the possibility of overlooking anything when the report is made up. When a man first reports to the company his identification number is en- tered on the page provided for remarks. It is not necessary to make this entry in case a man returns to the company after being on furlough or in the hospital. The column headed "Sick in Hospital" should be ruled into two columns, and one marked "B" and the other "I." Men sick in the base hospital are carried in column "B," those sick in the infirmary in column "I." A man who is sick is carried as present, if he was not removed from the camp. A few technical expressions are used in the morning report which require a little precaution. Columns are provided for men on extra and special duty and detached service. If a man is detailed to work away from his company, receiving no extra compensation for it, he is considered as being on special duty. If on the other hand, he does receive extra pay he is considered as being on extra duty. A man is on detached service when he is removed from the imme- diate control of his company. In the column for "Remarks" will be carefully recorded all changes of duty and status of officers and enlisted men, as follows: (a) Date and Hour of Change. — In case of a change of duty or status that occurred on a date prior to that covered by the report, the actual date of the change will be stated. The absence of a date after a remark indicates that the change occurred on the date covered by the report. The hour a change of duty or status occurs will not be stated except when necessary to determine additions and deductions of rations. Examples : (1) "Duty to hosp." (Usual form of remark.) (2) "Duty to hosp. Mar. 15/18." (Form of remark in case the soldier was admitted to hospital on a date prior to that of the report.) (3) "Duty to hosp. 4.00 p.m." (b) Change of Grade. — All changes of rank or grade. Examples : (1) "Corp Caswell aptd sgt." (2) "Sgt Roth aptd mess sgt." (3) "Corp Bruce rd to pvt." M to c Administration — Lecture VI • Page 3 If the officer or enlisted man is not "for duty" on the date of the change of rank or grade, his actual status will be indicated. Example: (4) "Corp Caswell aptd sgt SD." (c) Assignment. — The fact of assignment and whether or not the officer or enlisted man has joined the command, and if not, his status. Examples : (1) "Assgd to and joined Co." (2) "Assgd to Co. DS en route to join." (d) Transfer. — The organization, corps, department, or station from which or that to which transferred, with statement showing whether or not the officer or enlisted man has joined his new command, and if not, his status: Examples: (1) "Transfd fr Co. B. Joined." (2) "Transfd to 15th MG Bn. Attached for duty." (3) "Transfd fr 56th Depot Brig. DS en route to join." (e) Changes in Command. — All changes in command. Examples: (1) "Capt Smith assgd to, joined and assumed comd. Lt. Jones reld comd." (2) "Capt Smith duty to hosp. Lt. Jones assumed comd." (3) "Lt. Jones reld comd. Duty to SD. Lt. Williams assumed comd." (4) "Maj. Arnold joined and assumed comd. Capt Smith reld comd." (5) "Maj. Arnold duty to hosp. Capt Smith assumed comd." (6) "Maj. Arnold hosp. to duty. Capt Smith reld comd." (f) Extra and Special Duty. — Notation concerning the assignment to or relief from any extra or special duty that removes an officer or enlisted man from the performance of the usual and customary duties of his office or grade. Special duty to be performed in addition to the usual or customary duty will not be noted. Examples : (1) "Duty to SD." (2) "SD to duty." The nature of the extra or special duty will not be stated on the morning report. (See also subparagraph i, Detached Service.) (g) Sickness. — All cases of sickness, and when the sickness is the result of an injury or wound, a brief statement of the nature of the injury or wound and whether or not contracted in line of duty. Examples : (1) "Duty to sick in qrs." (2) "Duty to hosp. 3 p.m." (3) "Hosp. to duty." (4) "Hosp. to sick in qrs." (5) "Duty to hosp. Injured during bayonet training. LD." (6) "Duty to hosp. Wounded in action. LD." In reporting the departure of an officer or enlisted man to enter a general or base hospital or a hospital at another post, camp, or station, or in reporting his return therefrom, the name or location of the hospital will be stated. Examples : (7) "Hosp. to en route to Walter Reed GH." (8) "Duty to absent sick Ft. Jay, NY." MTOC Administration — Lecture VI . Page 4 (9) "Absent sick Ft. Jay, NY., to duty." (h) Arrest and Confinement. — All cases of arrest and confinement. In case of arrest or confinement at another post, camp, or station, the name of the post, camp, or station will be stated. In case of confinement by civil authority, the remark will show the nature of the offense and whether the prisoner has been held for trial, tried, or discharged without trial, and, when tried, whether acquitted or convicted. Examples: (1) "Duty to arrest." (2) "Arrest to hosp." (3) "AWOL to conf." (4) "Conf to en route to conf at Ft Sheridan, 111." (5) "Conf to duty." (6) "Conf at Ft Sheridan, 111. to duty." (7) "Duty to absent in hands CAuth, Baltimore, Md." Held for trial on charge of larceny." (8) "Absent in hands CAuth, Baltimore, Md. to duty. Released with- out trial." (i) Detached Service. — All absence on duty exceeding 24 hours, with place of absence. Examples: (1) "Duty to DS at Ft Porter, NY." (2) "DS at Ft Porter, NY, to duty." Duty with another organization at the same post or station will be reported as special duty and not as detached duty. (k) Absence With Leave. — Departure and return in all cases of absence of officers with leave and of enlisted men on furlough. The period of ab- sence authorized will be stated in reporting departure. Examples: (1) "Duty to lv 10 days." (2) "SD to fur 7 days." (3) "Lv to duty." (4) "Fur to duty." (1) Absence Without Lea re. — Departure and return in all cases of absence without leave. Examples : (1) "Duty to AWOL." (2) "AWOL to arrest." (m) Missing in Action. — The number of officers and enlisted men by grade missing in action or captured by the enemy. Examples : (1) "1 sgt, 2 corps, and 3 pvts missing in action." (2) "4 pvts captured by enemy." Complete information including names of officers and enlisted men missing in action or captured by the enemy will be given under Record of Events. (n) Attachment. — Attachment of officers and enlisted men for duty or for rations only, and relief therefrom. In case of attachment for rations only the names of those attached will not be stated. Examples : (1) "lit Jones attached for duty." M T c Administration — Lecture VI Page 5 (2) Lt Jones, attached, reld fr duty with Co." (3) "Transfd to 15th MG Bn. Attached for duty." (4) "3 EM attached for rations 2 p.m." (5) "3 EM, attached for rations, left Co 10 a.m." (o) Resignation, Discharge, and Dismissal of Officers. — Fact of resigna- tion, discharge or dismissal. Examples : (1) "Capt Smith resigned." (2) "Lt Jones disch." (3) "Lt Williams dismissed." (p) Discharge and Furlough to Reserve of Enlisted Men. — Fact of discharge or furlough to reserve. The word "discharged" abbreviated "disch," will be used to cover all classes of discharges. Examples : (1) "Duty to disch." (2) "SD to fur res." (q) Death, Retirement, and Desertion. — Fact of death, retirement, or desertion. Examples : (1) "Coi"p Sharp, hosp, died." (2) "1st Sgt Cameron, DS, retired." (3) "Pvt lcl Jones, E.J., AWOL to desertion." (r) Return of Deserter to Military Control. — Fact of return to military control and status. Example : "Desertion to conf." Note. — In the examples under this paragraph the names have been omitted except where they were necessary to illustrate the remarks. In making entries under the head of remarks, it is a good rule to always enter a man's army serial number immediately following his name. On the "remarks" page are columns headed "Rations" for both men and animals with plus and minus columns. In these are indicated respectively additions and deductions to the ration credit of the company as a result of the changes in strength indicated by the remarks. A ration is the authorized allowance of food for one man for one day for three meals. The ration period is usually ten days (in some cases thirty days). By means of the ration return, Form Q.M.C. 223, rations are drawn by the company for the total number of men eating at its mess during the period. When men are added to the organization, credit is taken for the additional rations by the entry, in the plus column on the morning report, of the total number of rations re- quired for them. In the same way by making entries in the minus column deductions are shown for men leaving the company. These additions and de- ductions are based upon the remaining days of the ration period. When men are messed for only a part of a day, the credit or deduction is determined by dividing the total number of meals furnished by three and taking account to the nearest whole number. Thus the fraction of one-third would be disre- garded while the remaining two-thirds would count as a full number. For example, if two men leave the company on the evening of the fourth day of a ten day ration period, the deduction for two men for six days, or twelve rations would be shown in the minus column. If five men join the com- pany after dinner on the fifth day of a ration period, an addition is made for MTOC Administration — Lecture VI Page 6 five men for 5 3 days or 26 § rations which are counted as 27 rations. An en- try in the remarks column, when no time is stated, is assumed to have oc- curred after breakfast, on the date of the report. If a man is sick in the base hospital, he is dropped for rations, although carried as present, for the reason that the hospital is drawing rations for him. When there are no entries to be made in the remarks column for a day, the words "No Change" are written immediately after the date. Comprehensive instructions are included in the form for the morning re- port which help in making it up. The moi'ning report should present little difficulty. Care, more than anything else, is required. The company clerk should go over the report carefully before it is handed to the company com- mander for his signature. It is a good idea for the clerk to compare his en- tries for the day with those made on the day previous to insure the making of all necessary changes. A check on the columns for indicating the men present and absent can be made by comparison with the strength of the com- pany. To insure a neat report when many entries are to be made on the page headed "Remarks," it is a good custom to write out the remarks on a piece of paper and then copy them into the report. Sick Report The Sick Report, Form A.G.O. 339, is a simple form, made out by the Com- pany Clerk. It provides for the following information: the names and rank of men taken sick, when sickness took place, if sickness was incurred in line of duty or not, and the disposition of the case. If the clerk does not know sickness was incurred in line of duty, he indicates doubt by using a question mark. On the line immediately under the last name entered for the day, the Company Commander signs his name and rank. The sick men accompanied by a non-commissioned officer with the sick re- port, are sent to the hospital where a medical officer makes disposition of the men. He indicates on the "Medical Officer's Report" whether a man shall be held in the hospital or sent back to his company. Men sent back to their com- pany are marked either "Quarters" (meaning sick in Quarters) or "Duty" (meaning "Available for Duty"). The Medical Officer after having examined all the men, attaches his signature to his part of the report, which is then returned to the company from which it came. Disease or injury is reported in line of duty unless it is known that it ex- isted before the man entered the service or was incurred while the man was absent without leave. Incapacity due to immoral conduct will not be con- sidered as having come about in line of duty. Sometimes there is a discrep- ancy of opinion between the commanding officer of a company and the medi- cal officer as to whether or not sickness was incurred in line of duty. Com- pilation of War Department Orders, paragraphs 54 and 229 provide for set- tlement of the difference. Erasures are never made on the sick report. Mistakes are corrected by lining out the entry, the officer signing then places his initials in the margin opposite. This procedure insures against unauthorized alterations. Duty Roster The duty roster A.G.O. Form 342 is a systematic record of all fatigue work performed by the enlisted men of a company. It is maintained for the pur- pose of distributing equally the guard or other duties of a company. MTOC Administration — Lecture VI Page 7 The duty roster for troops, batteries, companies and detachments shows the names of all enlisted men of the organization and consists of two parts. The Roster for Guard Duty. The Roster for Other Duties. The Guard Roster is for the purpose of equally distributing the guard duty to the enlisted men of the company, troop, battery or detachment. The man longest off duty, as indicated by roster numerals, is the first to be used for detail for such duty. Each man is credited each day with the num- ber of days that he has remained present and available for duty since the beginning of his last tour. When unavailable on account of absence without leave, in arrest, in confinement, or on pass, men are credited the same as they would have been if they had remained present and available for duty, the numerals being inserted in the same square just above the letters indicating their proper status. Men returning to duty from furlough, detached service, extra duty, or special duty start in where they left off. Departures from these instructions may be authorized by the commanding officer when a strict application would allow improper advantage or work a hardship. If available but not required for guard duty, in the proper place opposite the soldier's name will be placed the numeral showing the number of days since he performed guard duty. Any special guard duty, such as stable guard, may be similarly indicated with the addition of the initial letter in the open half space. The detail for supernumerary should, as a rule, fall on the men next for detail. This, however, may be varied so as to even up the detail. Following is a list of the abbreviations which should be strictly adhered to : A Absent without leave. Ar Arrest in quarters. C In confinement. DC On detached service. ED On extra duty. F On furlough. P On pass. Ret Recruit. S D On special detail. Sk Sick. Roster for Other Duties. — At the beginning of the month is inserted in the proper column, opposite each man's name, the date when he last performed the duty specified, using the abbreviated name of the month and the numeral. When a detail for any one of these duties has been determined upon (in ac- cordance with general instructions) draw a line through this date and insert in the same place the numeral indicating the day of the month. If detailed again for this duty during the month, draw a line through this last date and again insert in the space the new numeral and so on. The necessary entries relative to any regular duties not specified on the roster will be shown in one of the blank columns provided for that purpose, the nature of the duty being shown in the heading of the column. In case of a detail for detached service, a hyphen should follow the numeral, which merely indicates the day of departure. But since detached service is the only variable duty as regards length of time, it is the day of return that determines when last performed, hence upon the man's return from detached service, draw a line through date of departure and insert the date of return after the hy- phen. At the end of the month the date of last performance of each duty is transferred to the proper spaces on the roster for the ensuing month. M TOC Administration — Lecture VI Page 8 The duty roster should be kept by the first sergeant. In his absence it is the duty of the company clerk to keep it. He should at all times be familiar with the keeping of the roster as he will be called upon to answer numerous questions in regard to duties performed by the enlisted men of the company. Extra and Special Duty. — Extra duty occurs when an enlisted man is de- tailed to perform specific services, which removes him temporarily from the ordinary duty roster of the organization to which he belongs, provided he re- ceives increased compensation for same. Special duty is that performed by the enlisted man in the same way except that no extra compensation is paid. He is also removed from the regular duty roster. Delinquency Record The following is quoted from the Articles of War: "Art. 104. Under such regulations as the President may prescribe, and which he may from time to time revoke, alter or add to, the commanding offi- cer of any detachment, company, or higher command may, for minor offenses not denied by the accused, impose disciplinary punishments upon persons of his command without the intervention of a court-martial, unless the accused demands trial by court-martial." For each punishment awarded, the commander will cause a brief record to be made showing: (a) Name of accused. (b) Brief statement of offense, including time and place. (c) Statement as to whether or not accused demanded trial by court- martial. To be effective such demand must be made before award of punish- ment by commanding officer. (d) Disposition of case, with date and punishment awarded, if any. (e) Whether or not appeal was made to higher authority. (f ) Decision of higher authority on appeal. (g) Whether or not accused was required to serve punishment pending appeal. The Delinquency Record Form No. 509 Q.M.C., is used for this purpose. Record of Courts-Martial A copy of all charges preferred against men in the organization, Form 594, A.G.O., must be kept as a permanent record. Charge sheets are prepared in triplicate. One copy is retained in the office appointing the summary court, one copy forwarded to the officer exercising general court-martial jurisdic- tion over the command, and the third copy returned to the company. It in- cludes a statement of charges perf erred, with. a record of the disposition of the case by the court martial. These remarks apply only to causes tried by summary court; the charges, findings and sentences of special and general courts-martial are published in the form of orders. M to c Administration — Typical Quiz Question* Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION Typical Quiz Questions Typical quiz and examination questions on the preceding lectures of the course. 1. Name the divisions of the General Staff Corps. " 2. Give the functions of the Purchase, Storage and Traffic Division of the General Staff Corps. 3. Name the Special Staff Corps. 4. What are the duties of the Quartermaster Corps? 5. What are the duties of the Adjutant General's Depai'tment? 6. What are the duties of the Ordnance Department? 7. Distinguish between Line and Staff. 8. What are the principal changes in the present organization of the division from previous times? 9. Name the territorial departments and give the location of their head- quarters. 10. Name the classes of motor vehicles and state what jurisdiction the Motor Transport Corps has over each. 11. Outline the organization of M.T.C. A.E.F. 12. State the steps taken by an officer to secure his pay. 13. Outline the organization of a Motor Transport Company. 14. What is a pay card, A.G.O. 644? 15. What is meant by military channels 16. Write a military letter with one indorsement. 17. What disposition is made of the service record of a man upon his separation from the service? 18. Describe the Sick Report. 19. Describe the Duty Report. 20. Describe Delinquency Record, Form 509, Q.M.C. 21. Outline the procedure to be taken in the case of record of court- martial, Form 594, A.G.O. 22. What period does the morning report cover? 23. Write model remarks for the following items: One private went to the hospital at 9.00 A.M. Two corporals were assigned to outside work. One sergeant went on a furlough at 2.00 P.M. Are men in the base hospital listed as present or absent, on the morn- ing report? When is a man in arrest or confinement listed as absent on the morn- ing report? MTOC Administration — Lecture VII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE VII Ration Return Company Funds Company Council Book Soldiers' Deposits Soldiers' Deposit Books Manual Courts-Martial Chapters I to IV Ration Return The ration return, Q.M.C. Form 223, is the means by which an organization provides for obtaining subsistence. Its purpose is to establish the amount of ration credit against which an organizaion may draw supplies of food and other necessary supplies. The ration return is submitted to cover a period of either ten or thirty days, and is in effect a requisition calling for a total number of rations to be required during that period. This total is arrived at by multiplying the total number of enlisted men present with the company on the date of the return, by the number of days in the period. To this total is added or subtracted the net difference between the additions and deductions for the previous ration period as indicated by the remarks page of the morning report. For example, if the strength of a company is 200 men on the morning of January first, the ration return would call for 2,000 rations for the ration period January first to tenth. Assuming further that in the previous ten day ration period the total additions in the morning report were 140 and the total deductions 110, the net difference, or 30, would be added (in this case) to the 2,000 rations so that the ration return would call for 2,030 rations, instead of 2,000. Spaces are also provided in the ration return for requisitioning supplies of matches, candles, toilet paper, ice and other articles of subsistence stores which are not issued in the form of rations, but as "Authorized Issues," in accordance with the standard allowances. These allowances are in the propor- tions as given above. The Company Fund & Council Book 1. General Purpose of Company Fund. 2. The Company Council Book. 3. Mess Fund and General Fund. a. Must be kept separate. b. Source of each. c. Use of each. M to C Administration — Lecture VII Page 2 4. System of Keeping Accounts. a. Vouchers. b. Illustration of entries in Council Book. The men of our Army need some provision that will insure them a few pleas- ures. Men cannot be contented and happy without respite from duties. They require recreation. A company commander is expressly entrusted with pro- viding for the contentment and harmony of his command. A splendid method has been worked out whereby a company fund has become available for the pui-chase of athletic equipment, pianos, victrolas, extra food, etc. A com- pany council consisting of all officers of the company holds regular monthly meetings at which expenditures for the past month are checked and necessary expenditures for the next month authorized. A Company Council Book, Form No. 452, Q.M.C. is kept in which are entered all receipts and expenditures from the company fund, together with the minutes of council meetings. The company commander is custodian of his company's fund; he must take care that a strict account is kept of all receipts and expenditures, and that expenditures be for proper purposes only. A. R. Par. 327 authorizes the es- tablishment of company tailor shops, barber shops, the company billiard and pool tables, and subject to the approval of the Post Exchange Council of com- pany shoe repair shops and company laundries from which revenues may be derived. Salaries are allowed attendants for company equipment, (a) "The company fund is not intended for expenditure in the purchase of articles to facilitate the transaction of business in a company. On the contrary, the legitimate and proper application of this fund is in supplementing the articles already furnished by the supply departments for the purpose of increasing the comfort, pleasure, contentment, mental and physical improvement of the company. To accomplish this purpose, disbursements of company funds are authorized." The foregoing is construed as not prohibiting the purchase and repair of typewriting machines from the company fund, providing the officer responsible for the expenditures from that fund decides the same are made solely for the benefit of the company. — (Par. 106 C.W.D.O.). The fund consists of two parts, the Mess Fund and the General Fund. The former is made up of all savings of rations allowances; the latter consists of moneys from all other sources, some of which are, canteen and post laundry dividends and proceeds from the use of pool tables. A separation of funds is necessary in order to comply with the Army Regulations which require that money accruing from the rations account of a company be spent for food only. The foods purchased consist for the most part of perishable articles such as fresh fruit and vegetables which usually are kept on hand by the sub- sistence department. The purchase, from the mess fund of cows and forage for their keep, is allowable. The rental of land for gardening, however, is not permissible. Neither can beer be purchased from the mess fund, for Congress has prohibited the sale of or dealing in intoxicating liquors upon any premises used for military purposes. Use of the mess fund is further limited by the following: "The purchase from the mess fund of any article which can be obtained on requisition from a supply department is forbidden, except that, with the ap- proval of the post commander such articles may be purchased if necessity exists for their immediate use and they are not on hand for issue at the post." (A.R. Par. 322.) The council book provides space for a list of property with the cost thereof, purchased from the company fund; for keeping accounts; for certificates by company commanding officers that entries are correct; and for certificate of inspection by the post or battalion commander. M to c Administration — Lecture VII Page 3 The method of keeping the mess fund and general fund is prescribed. En- tries for expenditures should show the amount paid, the date, to whom, and for what payment was made. All this should be noted briefly, but with the essential points covered carefully and exactly. All moneys received or paid out must be accounted for on a proper voucher showing the source from which the money was derived and the amount, or in the case of an expenditure, a properly receipted bill. Vouchers should be filed in such a way as to facilitate inspection; i. e., in the same order as the corresponding entries appear on the page for accounts in the council book. The following are illustrations of vouchers for a receipt and an expenditure respectively: Camp Lewis, Wash., Aug. 10, 1918. Turned over to Capt. Paul G. Rutten, eighty (80) dollars receipts from dance held Saturday, Aug. 8, 1918. 1st Sgt. J. D. O'Hare, Co. A. 14th Inf. Tacoma, Wash., Aug. 10, 1918. Received of Capt. Paul G. Rutten, $150.00 for victrola purchased for Co. A. 14th Inf., Camp Lewis, Washington. g ^ Kane Mgr. Johnson's House of Music. Funds are usually kept in a bank, and are deposited in the name of the company, the commanding officer being authorized to draw checks. In case there is a change of company commander, it becomes necessary to inform the bank authorizing the new officer to write checks. A note to the bank like the following will serve the purpose : Camp Lewis, Wash., Aug. 10, 1918. I have this day transferred the company fund of Co. A. 14th Inf. to Capt. Miles E. Cary who from now on will have authority to draw against the fund. Paul G. Rutten, Capt. 14th Inf. Another method of effecting the transfer would be to draw a check for the amount of the company's balance in favor of the relieving officer. A careful study of the following samples of how accounts are kept in a company council book and how they are certified and inspected will be helpful. In Account with Company Fu,nd, Co. A, 14th Inf. Date Ration Savings Other Funds Receipts Expend. Receipts Expend. 1 1 1 2 4 7 7 9 10 500.00 100.00 200.00 2 Cook J. Smith extra pay for T.r.o 3 100.00 4 Board of Co. Tailor for Aug Collections from pool table for 10.00 5 50.00 10.00 6 7 A. P. Co. Fresh meats bill Aug. 28, 1018 100.00 8 Columbia Phone Co., 10 cyl- 2.50 Totals, receipts and expendi- 610.00 100.00 360.00 10.00 510.00 350.00 Totals 610.00 360.00 MTOC Administration — Lecture VII Page 4 Company Commander's Certificate I certify that the foregoing account for the month of September, 1918, is correct and the amount for which I am responsible, eight hundred and sixty ($860.00) dollars is deposited with the Tacoma National Bank to the credit of the Company Fund, Co. A. 14th Inf., Sept. 30, 1918. Paul G. Rutten, Capt. 14th Inf. Commanding. Inspecting Officer's Statement Sept. 30, 1918. I certify that in accordance with Army Regulations I have this date in- spected the foregoing account for the period July 1, 1918, to Sept. 30, 1918, inclusive, and I find it correct. John Smith, Major, 14th Inf. Soldiers' Deposits Any enlisted man of the Army may deposit his savings in sums not less than $5 with any Army paymaster (now quartermaster) who shall furnish him with a deposit book in which shall be entered the name of the paymaster (now quartermaster) and of the soldier, and the amount, date, and place of such deposit. The amount so deposited shall be accounted for in the same man- ner as other public funds and shall be deposited in the Treasury of the United States and kept as a separate fund, known as "Pay of the Army, deposit fund," repayment of which to the enlisted man on discharge from the service shall be made out of the fund created by said deposits, and shall not be sub- ject to forfeiture by sentence of court-martial, but shall be forfeited by de- sertion, and shall not be permitted to be paid until final payment on discharge, or to the heirs or representatives of a deceased soldier, and that such deposits be exempt from liability for such soldier's debts: Provided, That the Gov- ernment shall be liable for the amount deposited to the person so depositing the same. (R. S. 1305, amended by act June 12, 1906 (34 Stat., 246) ; G. O. 115, 1906). Note — The exemption of deposits from liability for the soldier's debts has application only to his personal debts. (Comp. Mar. 2, 1910 — United States Navy case; P.M.G.O., 81469.) (See par. 1321 Q.M.M.) Soldiers' Deposit Books Deposits of pay by enlisted men, and entries in deposit books and records pertaining thereto. (A. R. 1361, 1913.) A Soldier's Deposit Book, Q.M.C., Form 41, will be furnished to every soldier making deposits with the Q.M. as above set forth. Such deposits are to be re ceipted for by the Quartermaster and attested to by the Company Commander. The book is kept by the soldier and must be presented with his final statement for payment. It cannot be assigned or transfei-red, nor can the soldier with- draw the money until he is separated from the service. Courts-Martial i The instructor will read Chapters I to IV Manual of Courts-Martial cover- ing the following points: MTOC Administration — Lecture VII Page 5 Source and Kinds of Military Jurisdiction. Exercise of Military Jurisdiction. Persons Subject to Military Law. Classification of Courts-Martial. Composition of Courts-Martial. General Courts-Martial. Special Courts-Martial. Summary Courts-Martial, Jurisdiction in General. Jurisdiction of General Courts-Martial. Jurisdiction of Special Courts-Martial. Jurisdiction of Summary Courts-Martial. Jurisdiction of other Military Tribunals. M TO c Administration — Lecture VIII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE VIII Accountability and Responsibility Manual Courts-Martial, Chaps. V to VIII Equipping a Company Accountability and Responsibility The following is quoted from Par. 657 Army Regulations on the subject of accountability and responsibility for public property: "Accountability and responsibility devolve upon any person to whom public property is intrusted and who is required to make returns therefor. Respon- sibility without accountability devolves upon one to whom such property is intrusted, but who is not required to make returns therefor. An accountable officer is relieved from responsibility for property for which he holds a proper memorandum receipt. A responsible officer is not relieved from responsibility for public property for which he has given memorandum receipt until he has returned the property to the accountable officer or has secured memorandum receipt from a successor, or until he has otherwise been relieved by the opera- tion of regulations or orders." It is essential in dealing with property to determine the difference between the terms "Accountability" and "Responsibility" as used in connection with government supplies. Accountability for property devolves upon any officer who is required to keep records of and render returns for, the property with which he is charged. Such property may or may not be in his possession, but his accountability is concerned only with the matter of accounting for the property, not with its actual possession. Only commissioned officers may be accountable for prop- erty except in extreme cases of uUgarrisoned posts when Ordnance and Quar- termaster Sergeants may act as accountable officers. Responsibility with or without accountability, devolves upon any one to whom public property is intrusted and who is answerable for its care and use. Responsibility is practically inseparable from possession. Both officers and enlisted men may be responsible for property held by them. Whether or not the officer is also accountable depends not on the element of possssion but on the question of whether or not he is required to account for or render re- turns for the property under consideration. The term "Accountability" implies that certain periodical repoi-ts or returns of property transactions are required, and vouchers to evidence such trans- actions both as to receipts and transfers are necessary to substantiate en- tries on such reports or returns. M t o c Administration — Lecture VIII Page 2 The term "Responsibility" implies a military and pecuniary obligation on the part of an officer or other person to control and preserve material in- trusted to his care in such manner as to serve the best interests of the Army. There will be a great many officers and other persons who will not be required to render accounts for motor vehicles intrusted to them, but the fact that such officer or other person is not required to render an account or return of such property in no sense relieves him of the responsibility as just defined, which is automatically imposed on him when any public property comes under his care or control, nor of the obligation to maintain according to conditions of the service a reasonable record or statement of his stewardship or to furnish evidence, when properly called for, of the disposition which he has made of motor vehicles for which he is responsible. A company or detachment commander is responsible for all public property pertaining to his company or detachment, and will not transfer his responsi- bility for same to his successor during periods of absence of less than a month unless so ordered by competent authority; when such absence exceeds a month the question of responsibility is settled by the proper higher commander. The property responsibility of a company commander cannot be transferred to enlisted men. It is his duty to attend personally to its security. Transfer of public property by an accountable officer involves a change of possession and accountability. In ordinary cases of transfer, the transferring officer will forward to the receiving officer four copies of the combination in- voice and receipt (Form No. 600 A. G. O.), properly executed to cover the property transferred. Two of these copies will be signed by him in the space provided for the signature of the issuing officer; the other two copies will be signed by the receiving officer in the space provided and returned to the is- suing officer. Form No. 600 A. G. O. should be introduced in class. Instructor will read Paragraphs 665, 666 and 667 of Army Regulations. Memorandum Receipts. Transfer of responsibility without accountability is effected by means of Memorandum Receipts (Form A. G. O. No. 448). This is a form on which officers or enlisted men receipt to the accountable officer for public property intrusted to them. Responsibility, involving proper care and use of the property, is thereby transferred to the one signing the re- ceipt, but accountability for the supplies in question still remains with the officer issuing same. He continues to carry the propei'ty issued on memo- randum receipt on his property account and cannot drop it from accountability until it is worn out and disposed of under the laws. When property that has been issued on Debit Memorandum Receipt is returned to the accountable officer he will give a credit memorandum receipt for the property returned. This credit memorandum receipt will counterbalance the debit memorandum receipt that was signed when the property was issued and the officer receiv- ing the credit memorandum receipt will be relieved of his responsibility for the property that is listed on this credit receipt. There shall normally be but one accountable officer for equipment "C" of each bureau for a regiment, separate battalion or other tactical organization for which equipment "C" is prescribed, and such officer will account on a separate return for all articles listed in the various equipment manuals as equipment "C" and he will be referred to in the following remarks as "The Unit Supply Officer." When one officer serves as supply officer for all bu- reaus he will be designated as "Regimental, Train, etc., Unit Supply Officer," but when several officers serve as supply officers of the several bureaus each, except the Quartermaster Corps, will be designated as "Regimental, etc., Ord- M to c Administration — Lecture VIII Paae 3 nance, Engineer, or Signal Officers" as the case may be. The supply officer of the Quartermaster Corps will be designated as "The Regimental, etc., Sup- ply Officer." Should local conditions make it desirable or necessary to have an accounting officer for any detachment serving separately from its parent organization, one may be designated for that purpose, and the articles of equipment "C" that pertain to such detachment will be transferred to the designated accountable officer of the detachment, but as soon as the condi- tions making this separate accountable officer cease, the account will be closed by transferring back to the unit supply officer of the parent organiza- tion the accountability for the property which has been carried separately. Companies or detachments will hold on memorandum receipt from the unit supply officer of the unit of which they form a part, articles of equipment "C" prescribed in the equipment manuals as pertaining to them. An accurate account of all equipment, including clothing, issued to the enlisted man will be kept by the company or detachment commander on Form No. 637 A. G. 0. Individual Equipment Record, except that no record will be made of a trans- action in which an article is turned in and replaced by a like article at the same time. When an enlisted man is transferred or detached from his company or de- tachment, receipts for the articles of personal equipment or other public property, except clothing and individual mess equipment, which he carries with him or for which he is indebted to the United States at the time, will be prepared in duplicate on Form No. 600, A. G. O., and signed by the company or detachment commander as receiving officer, a separate set being prepared for each supply department concerned. The articles entered on receipt, in- cluding missing articles, will correspond to the articles shown on individual equipment record. The name of the accountable officer and the name and destination of the soldier will be shown on the receipts. The duplicate re- ceipts will constitute the vouchei's on which the accountable officer will drop from his return the articles enumerated. The accountable officer will for- ward, immediately in the case of ordnance equipment and with the return in other cases, one copy of the duplicate receipt to the chief of the bureau to which the property pertains, keeping the other for file with the retained copy of his return. He will furnish the company or detachment commander with a memorandum receipt credit slip listing the articles di'opped and showing the name of the enlisted man. On the arrival of the enlisted man at his destination the new company or detachment commander will prepare and sign invoices in duplicate on Form No. 600, A. G. O., of the articles, except clothing and individual mess equip- ment, appearing on the man's individual equipment record, a separate set being prepared for each supply department concerned. The invoices will give the enlisted man's name, his company or detachment, and the station from which he was transferred or detached. The duplicate invoices will con- stitute the vouchers on which the new accountable officer will take up on his return the articles enumerated. The accountable officer will forward, imme- diately in the case of ordnance equipment and with the return in other cases, one copy to the chief of the bureau to which the property pertains, keeping the other for file with the retained copy of his return. He will furnish the company commander with a memorandum receipt debit slip listing the articles taken up and showing the name of the enlisted man. All articles missing on arrival will be charged against the enlisted man in the usual manner. When enlisted men are transferred in detachments, company or detachment commanders will prepare duplicate receipts on Form No. 600, A. G. O., which will be completed and disposed of as prescribed in the case of an individual M to c Administration — Lecture VIII Page 4 enlisted man, but all articles, including those for which the men are individu- ally indebted to the United States, may be entered on a single set of forms, one set for each supply department concerned. The memorandum receipt credit slips may be similarly consolidated. Upon arrival of a detachment of enlisted men at their destination the new commanders of the companies or detachments to which the men are assigned will prepare duplicate invoices on Form No. 600, A.G.O., which will be completed and disposed of as pre- scribed in the case of an individual enlisted man. Both vouchers and memo- randum receipt debit slips may be consolidated as above. Articles of clothing and of the individual mess equipment, consisting of meat can, cup, knife, fork, and spoon furnished by the Ordnance Depai'tment, will be dropped from property returns by the accountable officers upon issue to enlisted men and will not be taken up again until the men are separated from the service (A. R. 1165), except such articles as the company or detach- ment commander may from time to time turn in to the accountable officer as surplus or unserviceable and not exchanged for other articles. When such articles are to be turned in the company or detachment com- mander will prepare invoices in duplicate, on Form No. 600, A. G. O., and deliver them with the article to the unit, post, camp, or other supply officer, who will take up the articles on his property return furnishing the company or detachment commander with a receipt on Form No. 448, A. G. O., stating that the articles have been taken up on returns. This receipt will show the name of the enlisted man and will be filed with his individual equipment record until the next succeeding visit of an inspector, after which it may be destroyed by the company or detachment commander. Courts Martial Instructor will read Chapters V to VIII inclusive, Manual for Courts Mar- tial i covering : 1. Arrest and Confinement. 2. Arrest of Deserters by Civil Authorities. 3. Preparation of Charges. 4. Action upon Charges. 5. Organization of Courts Martial — (a) Members. (b) Judge Advocate. (c) Assistant Judge Advocate. (d) Counsel. (e) Reporter. (f ) Interpreter. (g) Challenges. (h) Oaths. ( i) Continuances. (j) When completed. Equipping a Company The following shows the equipment required by a Motor Truck Company: Personal (Individual) Equipment (For each member of the company) M TOC Administration — Lecture VIII Page 5 Ordnance Property For all enlisted men except truckmasters and mechanics : 1 United States rifle, calibre .30 1 Front-sight cover 1 Oiler and thong case 1 Thong and brush 90 Ball cartridges, calibre .30 1 Canteen 1 Canteen cover 1 Can bacon 1 Condiment can 1 Cartridge belt, calibre .30 1 Cup 1 Fork For truckmasters and mechanics: 1 Automatic pistol, calibre .45, model 1911 2 Magazines, pistol, extra 21 Cartridges, ball, pistol 1 Canteen and cover 1 Can bacon 1 Condiment can 1 Cup 1 Fork 1 Haversack 1 Haversack 1 Knife 1 Meat can 1 Pack carrier 1 Pouch for first-aid packet 1 Spoon 1 Cartridge belt, calibre .30, model 1910 1 Boot, rifle 1 Mask, gas, French 1 Mask, gas, British, respirator 1 Helmet, trench 1 Knife 1 Meat can 1 Pack carrier 1 Pouch for first-aid packet 1 Spoon 1 Pistol holster, calibre .45 automatic 1 Pistol belt, without saber ring 1 Mask, gas, French 1 Mask, gas, British, respirator 1 Helmet, trench Medical Property 1 First-aid Packet Quartermaster Property 1 Bag, barracks 1 Bed sack 3 Blankets (add 1 for winter) Clothing (as prescribed) 1 Goggles 1 Overcoat 1 Slicker 1 Tent, shelter half mounted 1 Leather vest for motorcycle driver Miscellaneous Lieutenant will carry: 1 Case for maps and papers (canvas) 1 Compass 1 Whistle Truckmaster will carry: 1 Case for maps and papers 1 Compass 1 Whistle M TO C Administration — Lecture VIII Page 6 Asst. Truckmaster will carry : 1 Map of areas 1 Compass 1 Whistle Messenger will carry: 1 Case for papers Mess Truck Equipment 2 Axles and helves 1 Corkscrew 2 Brushes, scrubbing 1 Fryer, wire 2 Buckets, G. I. 2 Hatchets 1 Box, bread 1 Opener, can 1 Board, bread 10 Soap, pounds 1 Can G. I., 15 gal. 1 Stone, whet 4 Cans, 5 gal. heavy metal 4 Towels 1 Field range No. 1, complete with all accessories Clothing is obtained by requisition on Q. M. C. Form No. 213, Requisition for Clothing in Bulk. (Form to be exhibited and explained.) Any property provided by regulations and the Table of Fundamental Allow- ances in the case of companies or larger organizations can be secured from the supply officer who obtains it from the Quartermaster on Q. M. C. Form No. 160 or from the Ordnance Officer without requisition. Articles of individual equipment are charged to the man on Form No. 637 A. G. O. as previously covered under "Accountability" and "Responsibility." Ordnance property is invoiced to the supply officer on Form No. 600 A. G. 0. He issues the ordnance property to the companies on memorandum receipt. A similar procedure would be followed by the supply officer in obtaining and issuing signal and engineer property. Extract from G. O. 11 W. D. 1918: "Company and detachment commanders will^be held responsible by their superiors that their men are at all times properly clothed and supplied with all articles of the individual mess equipment, and that responsibilities for loss and damage are promptly determined." MTOC Administration — Lecture IX Page MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE IX Requisition for Stationery Requisition for Fuel and Bedding Surveys Report of Surveys Manual of Courts-Martial Requisition for Stationery — Q.M.C. Form 204 Office stationery includes typewriting supplies, writing and blotting paper, pens and pen-holders, ink, mucilage, sealing wax, office tape, envelopes, and lead pencils. To each office desk the following is allowed: 1 Inkstand. 1 Paper folder. 1 Ruler. 1 Steel eraser. 1 Piece of India rubber. Requisition for these items will be prepared by the company clerk on Q.M.C. Form No. 204 and submitted to the company commander for his signature, which certifies that these supplies are needed by him to equip his organization. It is then delivered to the sergeant-major who will have it approved by the next higher commander. It is then filled and the articles issued are receipted for in the space provided for that purpose by the company commander. Requisition for Blank Forms The company clerk should also prepare a requisition for blank forms that will be needed in the proper running of a company. These forms are listed below. The requisition should include those listed as being needed for imme- diate use ; the other forms will eventually be needed and should be requisi- tioned when the proper quantities have been ascertained. Forms for immediate use: A.G.O. 29, Service Record. A.G.O. 95, Descriptive list of deserters. A.G.O. 332, Morning Report. A.G.O. 339, Daily Sick Report. A.G.O. 342, Duty Roster. A.G.O. 637, Individual Equipment Record. MTOC Administration — Lecture IX Page 2 A.G.O. 644, Pay Cards. Q.M.C. 176, Requisition for Corn Brooms, Scrubbing Brushes, etc. Q.M.C. 180, Abstract of Clothing Drawn (or issued). Q.M.C. 204, Requisition for Stationery. Q.M.C. 211a, Requisition for Fuel and Bedding. Q.M.C. 213, Requisition for Clothing (in bulk). Q.M.C. 223, Ration Return. Q.M.C. 452, Company Council Book. Ord. 386, Requisition for Ordnance and Ordnance Stores. Correspondence Book. T.D.2A, Application for Insurance. (W.R.I.) T.D.1B, Allotment Blank. All such local forms as are prescribed by local orders. Forms to be requisitioned before the end of the month: A.G.O. 3, Notification Discharge. A.G.O. 26, Field Return. A.G.O. 30, Return of Troop, Battery or Company. A.G.O. 34, Inventory of Effects of a Soldier. A.G.O. 66, Furlough. A.G.O. 149, Return of Casualties in Action. A.G.O. 196, • Report of Survey. A.G.O. 383, Requisition for Books and Blank Forms from A.G.O. A.G.O. 415, Report of Death and Disposal of Remains. A.G.O. 448, Memorandum Receipt. A.G.O. 448b, Abstract of Memorandum Receipts. A.G.O. 525, Honorable Discharge. A.G.O. 526, Discharge from U. S. Army. A.G.O. 527, Dishonorable Discharge. A.G.O. 594, Charge Sheet. A.G.O. 600, Combination Invoice and Receipt. A.G.O. 602, Statement of Charges Against Enlisted Men. W.D. 370, Final Statement. Q.M.C. 8a, Advice of Soldiers' Deposits. Q.M.C. 38, Soldier's Allotment. Q.M.C. 39, Discontinuance of Soldier's Allotment. Q.M.C. 41, Soldier's Deposit Book. Q.M.C. 207a, Certificate of Breakage, China and Glassware. Q.M.C. 208, Statement of Charges. Q.M.C. 406, Official Telegrams. Requisition for Fuel and Bedding. Q.M.C. Form 211a. When in the field, the fuel needed for cooking, heating, kitchen pits, inciner- ators, etc., and bedding for men of a regiment or lesser organization is requi- sitioned on Form No. 211a Q.M.C. Provision is made for showing the number of messes and days for which the fuel is required, quantity of wood (or other authorized fuel) required, and for what purpose, quantity and kind of bedding and the number of organizations and men. The requisition is prepared by the quartermaster of the regiment or lesser unit and submitted in duplicate to the camp quartermaster or the quartermaster of the base depot. The original, after being posted to the property account, is forwarded to the Quartermaster General of the Army and the duplicate filed with the retained papers of the issuing quartermaster. Issues in excess of the authorized allowances must be approved by the department commander or the commanding general in the field. M to c Administration — Lecture IX Page 3 Surveys — Report of Surveys Public property which has been damaged, except by fair wear and tear, or is unsuitable for the service, before being submitted to an inspector for con- demnation will be surveyed by a disinterested officer, preferably the summary court officer. The surveying officer is designated by the commanding officer of the regi- ment, separate battalion, post or station, from the field officers of his command whenever practicable. Such officer may, however, be appointed by the com- manding officer of a department, field army, division, brigade or district. The surveying officer, however, need not be a field officer. A tabulated list showing the quantity and designation of the articles to be surveyed, together with a statement of the date and circumstances attending the loss, damage or destruction of these articles, will be made out on Form No. 196 A. G. O. — Report of Survey, and signed by some officer who takes oath before a summary court officer or any other officer authorized to administer an oath, that these articles of public property were lost, destroyed or damaged in the manner stated while in the public service. The responsible officer certifies over his signature that the loss, destruction, damage or unserviceability of the articles named was occasioned by unavoid- able causes and without fault or neglect on his part, and that each article listed with a view to elimination by destruction has been examined by him personally, has never been previously condemned, has become unserviceable in the manner stated, and is, in his opinion, worthless for further public use. The report of survey must be prepared in triplicate. The three copies are then forwarded to the commanding officer who appoints a surveying officer and has his adjutant indorse the three copies to the officer appointed. The surveying officer should examine all available testimony in the case, interview available witnesses, and make his report which is rendered in the space provided on the report of survey. He also renders his recommendations in the space provided, which must be in accordance with the provisions of Army Regulations. The procedure in surveys of property and in rendering reports of survey is covered by Army Regulations, Paragraphs 710 to 726, inclusive, and in the printed instructions on the Report of Survey Form 196 A. G. O., both of which should be carefully consulted by the officer before making the survey and rendering the report. Courts-Martial Instructor will read from the Manual for Courts-Martial — Chapters 9, 10 and 11 to Page 98, inclusive, covering — Arraignment of the Accused. Pleas. Refusal to Plead. Motions. Attendance of Witnesses, both Military and Civilian. Depositions. Fees, Mileage and Expenses of Witnesses. General Provisions regarding Evidence. M TOC Administration — Lecture X Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE X Discharges — Honorable, Dishonorable, Plain Final Statements Monthly Reports Discharges "An enlisted man will not be discharged before the expiration of his term of service except — 1. By order of the President or the Secretary of War. 2. By sentence of a general court-martial or military commission. 3. By direction of the Commander of a territorial department of mobil- ized division; on account of disability; on account of a sentence to imprisonment by a Civil Court, whether suspended or not; or under the provisions of paragraph 126 A. R. 4. In compliance with an order of one of the United States Courts, or a justice or a judge thereof, on a writ of habeas corpus." (Par 139 A. R.) Kinds of Discharge There are three different classes of discharge certificates: 1. The Honorable Discharge (A. G. O. No. 525, printed on white paper) is given when the soldier's service has been honest and faithful and he is entitled to re-enlistment in the service. 2. The Dishonorable Discharge (A.G.O. P^orm 527, printed on yellow paper) is given when the soldier is dishonorably discharged by sen- tence of a court-martial. 3. The Discharge (A.G.O. Form No. 526) printed on blue paper, is given when the soldier is discharged under conditions which do not war- rant his retention in the service. Honorable Discharge An honorable discharge does not mean merely that a soldier has been brave in the presence of danger and death, but has a much wider scope. The honor- able discharge is a statement that the soldier has been during the period of his enlistment, a man of high character. It is a testimonial that he has distin- guished himself while in the service as a soldier; has always conducted himself both in and out of line of duty as a man and a soldier should; that he has been a man of integrity, loyalty, efficiency, trustworthiness, and dependability under any and all circumstances and at all times. mto c Administration — Lecture X Page 2 Dishonorable Discharge A Dishonorable Discharge is a summary dismissal from the Army after due procedure by court-martial or military commission. Discharge A discharge, without honor or dishonor, is given an enlisted man when for any reason he becomes incapacitated by reason of past infirmity or sickness. A discharge involves the making out of a Surgeon's Certificate of Disability which certifies that the soldier is not able to perform his duties. Under the old regulation in force before the war, an enlisted man who was inapt or gave evidence of habits which served to render his retention in the service unde- sirable, was given a discharge, without much investigation. During the present emergency, however, an effort is being made to fit every soldier into some part of our war machine. A man is given a discharge for disability, only on the recommendation of a board of physicians which has carefully examined the case. The distinction that exists between honorable and dishonorable discharges and discharges should be borne in mind. A discharge is without honor or dis- honor — it is merely a discharge. All cases of disability or incapacity do not warrant a mere dischai-ge; for example, if a soldier has been wounded or contracts disease in line of duty, which incapacitates him for further service, after due procedure as above stated he would be given an honorable discharge. When a soldier is to be discharged the company commander causes the ap- propriate discharge certificate and final statement to be prepared. The dis- charge certificate is submitted to the regimental or other appropriate com- manding officer for his signature and is then returned to the company, where it is given to the man, together with his final statement. Surgeon's Certificate of Disability. (See A.R. 159-161.) "A Surgeon's Certificate of Disability for Discharge" is made out on Form No. 17, A. G. O. When a Company Commander has a soldier who is not fit for military service, he fills out page 1 of the form above indicated, recom- mending a discharge. The information given by the company commander covers the following: 1. Nature of disability. 2. When disability arose. 3. Cause of disability. 4. Whether disability was or was not incurred in line of duty. If the soldier's commander does not have personal knowledge of the infor- mation to be given, he should secure affidavits of those who do. A copy of each affidavit secured is appended to the certificate of disability. If no in- formation is obtainable, that fact is stated. Following this action by the company commander, the case is submitted to the commanding officer of the regiment or post who in turn calls upon a board of medical officers to examine the soldier. The channels through which the certificate goes when the examining board recommends a discharge is carefully covered by instructions on the form itself which reads as follows : "1. If the board recommends the discharge of the soldier, the post or regi- mental commander will forward the certificate of disability with his recom- mendations thereon to the department or division commander. mt oc Administration — Lecture X Page 3 "2. The certificate, after having received the action of the department or division commander, will be returned to the post or regimental commander, who will, if the discharge is authorized, sign the soldier's discharge certificate, see that he is furnished with final statements in duplicate, and forward this certificate of disability directly to the Adjutant General of the Army. He will also inform the surgeon of the discharge, as provided in paragraph 160, Army Regulations 1913. "3. This certificate will not, under any circumstances, be given into the hands of the soldier. "4. In case of an insane soldier the certificate of discharge will be pre- pared in duplicate and will be accompanied by the reports and papers re- quired by paragraphs 465-470 Army Regulations, 1913." Final Statements A "Final Statement" W. D. Form 370, is the statement of an enlisted man's account with the Government at the time of his separation from the service by death, discharge, or furlough to the Reserve. Final statement, in duplicate, properly certified to by his immediate com- mander, will be given with the discharge certificate to every soldier upon his discharge from active service (except as otherwise prescribed by Army Regu- lations) or with the reservist's descriptive card upon furlough to the reserve, and will be presented to the quartermaster for the pay due him. The pay- ment made will be noted on the discharge certificate or upon the reservist's descriptive card except when the final statement has been transferred. When an enlisted man is discharged, his company commander will furnish him with a final statement in duplicate or a full statement in writing stating why such final statement was not furnished. Letter of notification — Notification of discharge or furlough to the reserve will be furnished only in case of an enlisted man who is discharged from active service or furloughed to the reserve at a place at which there is available no officer provided with funds to make payment on final statement. In these cases the officer who prepares the final statement will, at least one week be- fore the discharge or furlough takes effect, send by mail to the quartermaster who is to pay the account a notification of discharge or furlough, stating therein, in his own handwriting, the date of last payment to the soldier, and his credits and debits, both in words and figures, and other data essential for proper payment or identification. The officer will require the soldier to affix his signature to the notification, or if he can not write his name, such fact will be stated thereon. Blank forms for this notification will be supplied by the Adjutant General of the Army. The officer issuing the final statement will inform the soldier of the location of the quartermaster to whom he shall apply for payment. . Note: — Introduce Form No. 370 W. D. in class. The final statement shows the date and place of enlistment, whether dis- charged or furloughed to the reserve, retired, or died, and, if discharged, whether honorably or otherwise and reasons therefor. It shows date of last payment, amounts due the soldier for pay and accumulated interest thereon, if any; additional pay, if any; commutation of light, heat and quarters, if any; balance due soldier for clothing, if any; and for deposits and travel pay, if soldier is entitled to same. It also shows the amounts due the U. S. for stop- pages, etc., and the amounts due the Post Exchange. MTOC Administration — Lecture X Page 4 It is absolutely not permissible to prepare final statements on a typewriter. Erasures, interlineation, etc., on a final statement which affect the settlement thereof will not be accepted by the paying quartermaster unless satisfactorily explained by the organization commander. Money amounts in all cases, except in the case of the List of Deposits, filled out by the organization commander and the statement on the outer last fold, filled in by the paying quartermaster, are written out in full, the writing to commence close to printed matter on left-hand side, and are also expressed in figures enclosed in parentheses immediately following the written words. Travel Allowances — Enlisted men when entitled to ti-avel allowances upon discharge from active service or upon furlough to the reserve are entitled to same from place of discharge or furlough to place of acceptance for enlist- ment, regardless of place at which actually enlisted. The place of actual en- listment, if different from the place of acceptance, will in no case be con- sidered in determining the travel allowances due. Those not entitled to travel pay are those discharged on account of fraudu- lent enlistment; those discharged without honor on account of desertion; those who conceal their minority at time of enlistment; those who accept a com- mission ; those tried and convicted by the civil authorities. Additional Pay — In the space for additional pay, notation will be made of pay due the soldier for certificate of merit, on account of marksmanship quali- fications, by reason of appointment as mess sergeant, etc. Pay detained pursuant to sentence of court-martial will be detained by the Government until the soldier is dischai-ged from active service or furloughed to the reserve, at which time the total amount detained, if not forfeited, will be noted on the final statement in the space provided therefor, and paid to him out of Pay of the Army for the fiscal year in which discharged or furloughed. When an enlisted man, who is discharged, is entitled to commutation of light, heat and quarters, he will prepare W. D. Form 369 for these allow- ances. This voucher will be filed as a sub-voucher to the final statement. The final statement of an enlisted man who is entitled to commutation of quarters, heat, and light will show in the space provided therefor the inclusive dates for which such allowances are due. Notation of stoppages — Under the heading, "Due United States" will be noted all authorized stoppages for loss or damage to Government property or supplies, the stoppages being made under the proper headings, e. g., "Clothing," "C&GE," "RS," "Transportation," "Ordnance," etc., the names of the articles damaged, lost, or destroyed not being stated; amounts due on account of allotments, post exchange, post laundi'y, tailor, company fund, or transportation; and stoppages under sentence of court-martial, showing nature and date of court-martial or date of order approving sentence, and the for- feiture as expressed in the sentence, e. g., "To forfeit two-thirds of his pay per mo. for 2 mos. SC Oct. 5-18." If any part of the forfeiture has been de- ducted, the amount and pay roll on which deducted will be stated. Notation will be made of all allotments and War Risk Insurance premiums with the amounts due on same, such amounts being figured to and including the date of discharge, except that when the discharge takes place on any but the last day of a month, no entry or deduction will be made of insurance pre- mium for that month. When such are the facts, the following entry should be made under "Re- marks" : M to c Administration — Lecture X Page 5 "Service honest and faithful. No AWOL, nor absence under G. 0. 31 W. D. 1912, or G. 0. 45 W. D.1914. Entitled to traved pay." Transfer of Final Statement — A transfer of the amount due a soldier on a final statement will be recognized only when made after discharge from active service or after being furloughed to the reserve. The transfer must be in- dorsed in writing on the final statement, signed by the soldier, and witnessed by a commissioned officer or some other reputable person known to the quartermaster. Final Statement of Deceased Soldier — In the case of deceased soldiers, only one copy of the final statement and duplicate inventories of effects will be prepared and forwarded as soon as practicable to the Adjutant General of the Army. Nothing will be entered on the final statement regarding the cause of death or whether same occurred in line of duty or not, or whether same was due to the soldier's own misconduct. A separate statement containing this information will be prepared and forwarded with the final statement. Responsibility of Certifying Officer — Officers signing and certifying to the correctness of final statements will be held responsible for their accurate preparation and also for disi'egard of plain instructions as made known through Army Regulations, orders, and notes on the blank forms. Officers responsible for overpayment on erroneous final statements will be required to refund the amounts overpaid if it is found impracticable to make collection from the party overpaid. Officers signing final statements will be careful to see that in the space for "Remarks" notations relative to the cause for discharge determine whether or not the soldier is entitled to travel pay. M T OC Administration — Lecture XI I'age 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE XI Monthly Returns Personnel Report Commutation of Rations and Lodging for Drivers M.T.C. Daily Receipts and Issues of Gasoline, Etc. Manual Courts-Martial (Evidence) Monthly Returns Form M.T.C. 143 is a report of the condition of the organization at midnight on the last day of the month. It is sent on the first day of each month by every commanding officer of a unit, company or detachment direct to the Chief of the Motor Transport. It is made in duplicate and one copy is kept for file. Form A. G. O. 30 is a similar report that is filled out on the first day of each month by every officer commanding a company or detachment, who will send a copy of this return to regimental headquarters, and every officer commanding a company or detachment not forming a part of a train will send a copy to the Adjutant General of the Army. The return will be made out in duplicate and one copy retained. The retained copy will, if necessary, be loaned to post headquarters for the preparation of the post return. The making of carbon copies is authorized, but they must be clear and distinct, and the original must be the one forwarded. Personnel Report M. T. C. Form 130. This report is used only in case of enlisted men in M. T. C. It is to be made out in duplicate, the original to be forwarded to the Chief of Motor Transport. Commutation of Rations and Lodging for Drivers Form M. T. C. 120a is to be used as a voucher for the payment of commuta- tion of rations and lodging for soldiers traveling under special orders, specific- ally directing the soldier's travel either with or without officers. Upon comple- tion of the trip it will be certified to by an officer, in accordance with the printed directions on the inside of the cover. The original and one carbon copy are to be given to the soldier for presentation to the disbursing: officer in order that the soldier may be paid the commutation due him. The third copy is forwarded to the commanding officer of the organization to which the soldier is assigned for rations. M TO C Administration — Lecture XI Page 2 Form M. T. C. 120b is used for commutation of rations and lodging for a soldier traveling as driver for an officer, in case the travel performed by the soldier is not specifically covered by the order directing the travel of the officer or vehicle. This form is to be filled out and certified to as per directions printed inside the cover. The disposition of the copies is the same as in Form 120a. Daily Receipts and Issues of Gasoline, Lubricants, etc. M. T. C. Form 117. On this form is kept a daily record of gasoline and sup- plies received and issued by a company. It is to be kept by the supply sergeant and turned in to the organization office at the end of each day, and the informa- tion contained therein is embodied in the weekly report made by the command- ing officer to the Chief of Motor Transport, which latter report is made on Form M. T. C. 118. Manual Courts-Martial (Evidence) Instructor will read from Manual of Courts-Martial from Page 99 to page 138, inclusive, covering — Circumstantial Evidence. Testimonial Evidence. Documents. Examination of Witnesses. Depositions and Former Testimony. Presumptions. Judicial Notice. Note to instructor: The subject covered above is of extreme importance and the utmost care should be taken to see that it is thoroughly understood. MTOC Administration — Lecture XII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE XII Stolen Property Driver's Accident Report Investigating Officer's Report on Accident Casualty Returns* Memorandum Receipts Manual of Courts-Martial — Chapters XII to XV Stolen Property Report M.T.C. Form 111. A report will be made out in the case of any article of M. T. C. property which has been stolen. Four copies will be made, the dis- position being as follows: Original and second copy forwarded to Headquar- ters, Motor Transport Corps; the third copy to be turned over immediately to the Assistant Provost Marshal of the territory in which the property was stolen ; the fourth copy to be retained as a record for the company. This rec- ord must.be filled out and mailed promptly. A. R. Pars. 689-692 give further information regarding stolen property. Driver's Accident Report Form M. T. C. 124 is filled out by the driver immediately after any accident which results in injury of persons or property. It is then delivered to the com- manding officer of his organization, who will certify on the form the day and hour of receiving report. The form must be supplied to each driver so that he may be in a position to make the report in proper form in case of injury, however slight, caused by his vehicle to persons, animals or property. This form serves as the driver's written report of the accident. Investigating Officer's Report on Accident Form M. T. C. 125. The commanding officer of a motor transport company will immediately, upon receipt of a report of accident or collision of a vehicle in his organization, proceed to the place of accident, make report of it on M. T. C. Form 125. The report calls for a complete description of all details of the accident, space being provided for the statements of witnesses if prac- ticable. Upon completion of his investigation two copies of the report will be forwarded to immediate headquarters and thence to the officer exercising gen- eral courts-martial jurisdiction over the driver. The form is self-explanatory. M T o c Administration — Lecture XIII Page 2 particular Section; by the several officers in charge of the motor transporta- tion at General Headquarters, A.E.F.; Headquarters S.O.S.; Paris, and of the motor transportation at the various Headquarters, Depots Schools, Garages and other establishments in the S.O.S. in all cases where the number of vehicles is sufficient to require a record of this sort to be kept in order to be able to furnish readily a list of said vehicles by types, as indicated in descriptive bulle- tins issued by Director Motor Transport Corps. The question of the necessity for keeping such files at any particular establishment should be referred to the M.T.O., of the section in which the establishment is located for determination. These cards will be completed in duplicate by all officers charged with the initial registration of motor vehicles. One copy of completed card will be re- tained by the officer making the registration (in connection with his records), the other copy, if A.E.F., will be forwarded to the Director Motor Transport Corps, A. P.O. 717, France; if domestic, Washington, D. C. In this office these cards will be divided according to types (as 1, 2, 3, etc.), and filed in numerical order according to the U. S. Registration numbers; and at the head of each type file will be kept a current summary of the total contents of that file. In audition there is, in this office only, a system of filing by Motor and manu- facturers' serial number, but this system will not be used in any other office. In other offices, where a file of registration cards is required to be kept, the system to be followed will be the same as that used in the office of the D.M.T.C. (with the exception given above). In the case of these other offices, however, the registration card is to be made out by the office concerned from data ob- tained from M.T.C. Form No. 101 and from data obtained from reports which may be called as required. Where additional data is required concerning any vehicle, this may be obtained by addressing a communication, if A.E.F., to the Director Motor Transport Corps, A.P.O. 717, France; if domestic, Wash- ington, D. C, requesting the desired information. Such requests should con- tain as complete description as possible of the vehicle (as for example, Auto- mobile, Dodge, Motor No., Chassis No., etc.). M.T.C. Form No. 139a is in white, M.T.C. Form No. 139b, yellow, and M.T.C. Form No. 139c, pink. Space is provided to show the U. S. number, model, capacity, make, etc., also make of tires and how mounted. Registration Card for Crated Vehicles M.T.C. Form No. 122 This is a pink card and is used in shipping crated vehicles when it is im- practicable to stencil the U. S. number on the vehicle. The officer who registers the vehicle will enter the U. S. number on the card. Card will then be attached to vehicle, inside the crate, in a place where it will not be defaced. The officer who receives the vehicle will stencil the U. S. number on vehicle, according to instructions on reverse side, enter motor number and name of organization receiving the vehicle, then mail card, if A.E.F., to the Director Motor Transport Corps, Hq. S.O.S., A.P.O. No. 717, France; and if domestic, to Washington, D. C. Use white paint for stenciling number on vehicle. M T oc Administration — Typical Quiz Questions Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION Typical Quiz Questions Typical quiz and examination questions on the preceding lectures of the course. 1. What period does the ration return cover? 2. What purpose does it serve? 3. a. Distinguish between the general and mess fund, b. For what purpose may each be used? 4. What is the Company Council Book? 5. Name the kinds of military jurisdictions. 6. Name the kinds of courts-martial and give the number of men required to sit upon each. 7. Give the jurisdiction of a general court-martial. 8. Give the limits or punishment of a summary court-martial. 9. Distinguish between accountability and responsibility. 10. What is Equipment C? 11. Distinguish between arrest and confinement. 12. Give the duties of the judge advocate in a court-martial. 13. What is individual equipment record Form A.G.O. 637? 14. What items does requisition for fuel and bedding Q.M.C. 211-A cover? 15. Tell all you know about report of survey. 16. What is a plea abatement? 17. How is the attendance of a witness in a court-martial secured? 18. Name the kinds of discharges. 19. Give the data contained in the final statement W. D. Form 37. 20. Describe Form MTC-143 monthly return. 21. Distinguish between circumstantial and testimonial evidence. 22. What is a judicial presumption? 23. Describe Form MTC 101. 24. What is the War Department policy regarding punishment? 25. Describe the Motor Transport Order Form MTC-116. VI t o c Administration— Lecture XIII Page 2 particular Section; by the several officers in charge of the motor transporta- tion at General Headquarters, A.E.F.; Headquarters S.O.S.; Paris, and of the motor transportation at the various Headquarters, Depots Schools, Garages and other establishments in the S.O.S. in all cases where the number of vehicles is sufficient to require a record of this sort to be kept in order to be able to furnish readily a list of said vehicles by types, as indicated in descriptive bulle- tins issued by Director Motor Transport Corps. The question of the necessity for keeping such files at any particular establishment should be referred to the M.T.O., of the section in which the establishment is located for determination. These cards will be completed in duplicate by all officers charged with the initial registration of motor vehicles. One copy of completed card will be re- tained by the officer making the registration (in connection with his records), the other copy, if A.E.F., will be forwarded to the Director Motor Transport Corps, A. P.O. 717, France; if domestic, Washington, D. C. In this office these cards will be divided according to types (as 1, 2, 3, etc.), and filed in numerical 01 ler according to the U. S. Registration numbers; and at the head of each type file will be kept a current summary of the total contents of that file. In addition there is, in this office only, a system of filing by Motor and manu- facturers' serial number, but this system will not be used in any other office. In other offices, where a file of registration cards is required to be kept, the system to be followed will be the same as that used in the office of the D.M.T.C. (with the exception given above). In the case of these other offices, however, the registration card is to be made out by the office concerned from data ob- tained from M.T.C. Form No. 101 and from data obtained from reports which may be called as required. Where additional data is required concerning any vehicle, this may be obtained by addressing a communication, if A.E.F., to the Director Motor Transport Corps, A. P.O. 717, France; if domestic, Wash- ington, D. C, requesting the desired information. Such requests should con- tain as complete description as possible of the vehicle (as for example, Auto- mobile, Dodge, Motor No., Chassis No., etc.). M.T.C. Form No. 139a is in white, M.T.C. Form No. 139b, yellow, and M.T.C. Form No. 139c, pink. Space is provided to show the U. S. number, model, capacity, make, etc., also make of tires and how mounted. Registration Card for Crated Vehicles M.T.C. Form No. 122 This is a pink card and is used in shipping crated vehicles when it is im- practicable to stencil the U. S. number on the vehicle. The officer who registers the vehicle will enter the U. S. number on the card. Card will then be attached to vehicle, inside the crate, in a place where it will not be defaced. The officer who receives the vehicle will stencil the U. S. number on vehicle, according to instructions on reverse side, enter motor number and name of organization receiving the vehicle, then mail card, if A.E.F., to the Director Motor Transport Corps, Hq. S.O.S. , A.P.O. No. 717, France; and if domestic, to Washington, D. C. Use white paint for stenciling number on vehicle. MTOC Administration— Typical Qui.: Question* 1'ny 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course administration- typical Quiz Questions Typical quiz and examination questions on the preceding lectures of the course. 1. What period does the ration return cover? 2. What purpose does it serve? 3. a. Distinguish between the general and mess fund. b. For what purpose may each be used? 4. What is the Company Council Book? 5. Name the kinds of military jurisdictions. 6. Name the kinds of courts-martial and give the number of men required to sit upon each. 7. Give the jurisdiction of a general court-martial. 8. Give the limits or punishment of a summary court-martial. 9. Distinguish between accountability and responsibility. 10. What is Equipment C? 11. Distinguish between arrest and confinement. 12. Give the duties of the judge advocate in a court-martial. 13. What is individual equipment record Form A.G.O. 6.' ? >7? 14. What items does requisition for fuel and bedding Q.M.C. 211-A cover? 15. Tell all you know about report of survey. 16. What is a plea abatement? 17. How is the attendance of a witness in a court-martial secured? 18. Name the kinds of discharges. 19. Give the data contained in the final statement \V. I>. Form 87. 20. Describe Form MTC-143 monthly return. 21. Distinguish between circumstantial and testimonial evidence. 22. What is a judicial presumption? B3. Describe Form MTC 101. 24. What is the War Department policy regarding punishment? 25. Describe the Motor Transport Order Form MTC-1 16. VI T oc Administration — Lecture XIV Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION LECTURE XIV Weekly Report Forms & Books Used in M.T.C. Company Manual of Courts-Martial, Chap. XVIII Weekly Report M.T.C. Form No. 118 Information to be entered on this report is of extreme importance to the M.T.C. and includes the unit or U. S. number; the make, type, cargo capacity in tons; condition, consumption gasoline and oil and mileage of all motor vehicles of the organizations. Detailed explicit instructions are printed on each form. The report is made out in duplicate by the company commander, who retains one copy and sends the other to his immediate superior. The instructor should spend a full hour at least upon this form. It is one of the most important forms of the M. T. C. and every officer must thoroughly understand it. An exercise in filling it out should be given. Forms and Books Used in an M.T.C. Company Q. M. Forms Allowance for Form No. Designation 3 Months Pay-Card 370 Final Statement 12 Individual Clothing Slips 200 Ration Return 1 book Council Book 1 book Requisition 50 Requisition 50 Delinquency Record 100 Soldier's Deposit Book 12 Requisition for Clothing (In Bulk) 12 A. G. O. Forms Allowance for Designation 3 Months A. CO. 30 Return of Troops, Company or De- tachment 12 A.G.O. 594 Records of Courts-Martial 48 \I T O C W.D., i Q.M.C. Q.M.C. 165 Q.M.C. 223 Q.M.C. 452 Q.M.C. 160 Q.M.C 160a Q.M.C. 509 Q.M.C. 41 Q.M.C. 213 Adi>> ■ XTV M.T.C. 118 M.T.C. 117 M.T.C. 116 M.T.C. 120a M.T.C 120b M.T.< . 124 M.T.C. 12:. M.T.C. 14:! M.T.C. 130 M.T.C. 101 M.T.C. 111 A.G.O. 332 Morning Report A.G.O. 339 Daily Sick Report A..G.O. 342 Duty Roster A.G.O. 149 sdaef 4 Report of Casualties ami 1 44 A.G.O. 169 Report of Survey A.G.O. 29 Service Record l A.G.O. 525 Honorable Discharge 12 Correspondence Book 1 A..G.O. Individual Equipment Record 200 M. T. C. Forms Ailowanct Designation .: Months Weekly Report 60 Daily Receipts and Issues of Ga~ line, Lubricants, etc 100 Motor Transport Order 144 Commutation of Rations and Lodg- ings for Drivers 6 bocks Driver's Accident Report 24 Investigating Officer's Report on Ac- cidents 2 1 Monthly Return Personnel Report for Enlisted Men 12 Memorandum Receipts 24 Stolen Property Report 1 2 Books and References It is suggested that Motor Transport Corps officers procure the following books, and constantly refer to them in the held. Some of them may be had on application to the A.G.O. while others will have to be purchased. 1. Army Regulations. 2. M.T.C. Manual. 3. M.T.C. Field Service Regulations. 4. Infantry Drill Regulations. "). Manual for Q.M. Corps. 6. Manual for Courts-Martial. 7. Manual for Army Cooks. 8. Manual for Physical Training. 9. A Standard Hand-Book of Motor Vehicles. 10. French-English Dictionary. 11. Catalogues, Manufacturers' Instruction Books for Cai ted by the Company. 12. Maps of the Territory Served by the Company. 13. Copies of all General Orders. Bulletins, or Circulars Issued by the Vari- ous Headquarters the Company is Serving. 14. Good Loose-Leaf Memorandum Book. Manual for Coubts-Martiai chap. Will The instructor will read from the Manual for Courts Martial covering Courts of Inquiry, action by appointing or superior authority. »n the proceedings, action after promulgation of sentence, showing therein: M TOC Administration — Lecture XIV p a(Je 3 Jurisdiction. Composition. Powers. Procedure. Records. Habeas Corpus. Purpose of the writ. Where restraint is by the U. S. Return to writ issued by State Court. Writ issued in the Philippine Islands. Miscellaneous provisions. Transitory provisions. M TOC mdministration — Lecture AT Paai 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION— TRAINING BRANCB Motor Truck Officers' Course ADMINISTRATION LECTURE XV Customs of the Service Military Courtesies Discipline Manual for Courts-Martial — Chap. XVII Problem in Drawing Charges "Customs of the Service" are sometimes called common law of the Army. Signifies generally a right or law not written, but established by long usage. To render a custom valid it is said the following qualities are requisite : 1 . habitual or long-established practice; 2, continuance without interruption; 3, without dispute; 4, it must be reasonable; 5, certain; 6, compulsory; 7, cus- toms must be consistent with each other. It may be said that the common law of the Army derives its force from the tacit consent of those in the service. General Kautz states that officers of the Army have certain duties to perform that are governed by certain laws, rules and regulations, whichare interpreted and executed in a certain way, called "Customs of the Service." A knowledge of these rules of the service, and their application, constitutes the military profession, and is the true art of war. To this extent it is an exact science, and may be acquired by application and experience. General. The military establishment of the United States is governed in its administration and intercourse within and without the service by rules de- rived from three sources, viz: First, the statutes enacted by Congress, which permit of no deviation. Second, the Army Regulations, which have the force of law; they are promulgated by the Secretary of War and may be amended. | suspended or abrogated by the same power, and in cases of emergency may be neglected by independent commanders subject to subsequent approval. Third. by the subtle though no less forceful and binding code included in "Customs of the Service" — a code which governs in cases where law and regulations are silent and which can only be modified by drastic action or through the slow process of a change of sentiment. So powerful is "custom" that it receives legal recognition in the 19th Article of War.* The statute laws and the regulations are published and are so available that a knowledge of them may be acquired by any student. With the "Customs of the Service" it is different. To acquire a knowledge of them requires long association with the military establishment and usually involves many embax rassments and chagrins. For instance, how natural it would be for an Inexpe •The oath administered to members of a court-martiaL M TOC Administration — Lecture XV Page 2 rienced officer to avail himself of the shelter of an umbrella, but how mortify- ing to receive the jibes of his comrades and the reprimand of his commanding officer— yet against the use of the umbrella by soldiers in uniform there is nothing but "custom." Likewise, if a commanding officer should say to one of his officers, "I desire that you do so and so," or "I wish that you do so and so," and should the officer fail or refuse to do "so and so," he would be found by a court-martial as guilty of a breach of discipline as if the commanding officer had said, "I hereby order that you do so and so." Well might an imposter succeed in passing for a member of the Army if only law and regulations were to be considered. But at every turn he would reveal to the experienced ones his fraud through the constant transgression of Lhose subtle laws described by the comprehensive though hazy term, "Cus- toms of the Service" — a code of laws so unconsciously learned and practiced that their existence is scarcely observed and of such remote antiquity that their origin is frequently lost in the misty dawn of war's beginning. Customs of the service are of two kinds, official and social, and sometimes it is not easy to differentiate between the two. The following compilation of customs of the service, gathered from various sources, is the result of a sincere and faithful effort to cover the ground in a complete and accurate manner: Calling aboard ship. Sailors approach and board vessels of war by the port (left) side and gangway; officers of the Army and Militia approach and board vessels of war by the starboard (right) side and gangway. Upon boarding a ship one is received by the Officer of the Deck, or some one else. Ask the officer who receives you for the person you wish to see and your card will be sent or you will be shown down. If your call is made as a welcome to the port, either from your post, your mess or personally, it would be polite and proper to call on the captain as well as on the officers' mess. However, if your call is a personal one on a friend, then you are not expected to call on the captain or anyone else. Titles. 1. When not on duty a lieutenant is addressed as "Mister," but when on duty, especially with troops, the title "Lieutenant" is ttsually used. En- listed men always address lieutenants as "Lieutenant." Some officers follow the custom of using the military title when introducing lieutenants. Thus, for example, "I should like to present to you Lieutenant Smith, of the Army," thereby fixing the official identity and status of the officer. However, after the introduction the title "Mister" would be used. 2. When off duty older officers sometimes address juniors as "Smith," "Jones," etc., but this does not give the junior the privilege of addressing his senior in any other way than by his proper title. In this connection it may be added a certain amount of familiarity is necessary between seniors and juniors in social intercourse, but young officers should be exceedingly careful not to be "fresh" with their superiors just because the latter, in order to make post life harmonious and agreeable, adapt themselves to amusements engaged in by the foi'mer, or address them by their surnames. 3. Officers with the grade of captain and above are addi'essed as "Captain," "Major," etc., although one sometimes hears the wives of such officers who married them when they were lieutenants refer to them, especially in conver- sation with friends, as "Mister Jones," etc. 4. In conversations and in non-official correspondence, brigadier generals, major generals, and lieutenant generals are referred to and addressed as M TOC Administration — Lecture XV Paae 3 "General." Lieutenant colonels, under the same conditions, are referred to and addressed as "Colonel." 5. Whenever there is a difference in title, except in the case of officers that are intimate and of about the same age or length of service, the junior ad- dresses the senior by his title. Thus lieutenants address captains as "Cap- tain"; captains address majors as "Major," etc. Some captains, irrespective of intimacy or former associations, always address majors as "Major," taking the ground that propriety demands this, because of the decided line of demarca- tion between the grade of major (field officer) and that of captain. Officers of the same grade, except where there is considerable difference in age or in date of commission, generally address one another by their surnames. 6. Chaplains are addressed as "Chaplain." Chaplains of the Roman Cath- olic faith are sometimes addressed as "Father." 7. In speaking to the professors of the U. S. Military Academy, they are always addressed, except by the cadets, as "Colonel." The cadets address the professors as "Professor." In written communications they are addressed, for instance, as "Colonel John A. Smith, U. S. A." '&. Officers dismissed from the service are addressed as "Mister," and never by their former titles. The general rule that when a man has once been entitled to a military title , he never loses it does not apply in the case of officers dismissed from the serv- ice. Such men are cut out of the service in every respect — title and all. To address a dismissed officer by his former military title serves only to remind him of his disgrace. (Note. — When an officer is dismissed from the service for cowardice or fraud, it is scandalous for an officer to associate with him. — 44th Article of War.) Officers of the Medical Corps of the grade of captain and above are ad- j dressed socially by their military title ("Captain," "Major," "Colonel"), al- though some officers follow the practice of addressing captain surgeons as "Doctor." Lieutenants of the Medical Corps are addressed as "Doctor." In addressing surgeons dressed in civilian clothes, and whose branch of the ■ service is, therefore, not recognizable by insignia, some officers use this form 'of introduction: "I would like to present to you Major Jones, of the Medical i Corps." Noncommissioned officers are addressed as "Sergeant" and "Corporal," •while privates, cooks, artificers, buglers, etc., are addressed at "Smith, "Jones," : etc. Lance corporals are addressed as "Corporals." Sergeants major, quarter- ; master sergeants, commissary sergeants, ordnance sergeants and color ser- geants are addressed as "Sergeant." In speaking of an enlisted man to an officer, a soldier uses the proper title. Thus, "Sergeant Smith," "Corporal Jones," Private Wilson." The word "soldier," in conversation and in writing, is generally used in contradistinction to the term "officer." Soldiers are usually spoken of as "enlisted men." Umbrellas. It is considered unmilitary for an officer or a soldier in uniform to use an umbrella. Several years ago the colonel and some of the officers of a 'icertain infantry regiment used umbrellas while in uniform. The regiment was ■soon jocularly dubbed throughout the service "The — th Umbrellas," and even to this day it is sometimes referred to in this manner. M to c Administration— Lecture XV Paae 4 Folding the Flag.— When the flag is lowered at the sounding of the last note of retreat every day, great care should be taken that it shall* not touch the ground. A junior walks, rides or drives on the left of a senior and in the first case always keeps step with him. "I desire," "I wish," and similar expressions, when used by the commanding officer, or "The commanding officer desires," etc., when used by the adjutant, are tantamount to orders. In delivering verbal messages from a senior to a junior, soldiers use the form "Captain Jones presents his compliments to Lieutenant Smith, and says," etc. A junior officer should never "present his compliments" to a senior. It is customary for troops to be paid under side arms. Medals and other Insignia are worn on the left breast because it was the shield side of the Crusaders, and furthermore, because it was near the loyal heart that the knight placed his badge of honor and fealty to his king. Military Courtesies Importance. The importance of the subject of military courtesy, especially for the officer just beginning his career, cannot be emphasized too strongly. The Army Regulations tell us, "Courtesy among military men is indispens- able to discipline." Military Courtesy Not Confined to Official Occasions. — To quote from the Army Regulations, "Respect to superiors will not be confined to obedience on duty, but will be extended on all occasions." In his suggestions to officers, Cap- tain Sargent says: "Officers take precedence according to rank as laid down in the Regulations, and this precedence extends to your social life, to the mess, and to the club. When a senior enters the club, it is just as much an act of official courtesy as it is a social one to offer him a chair and a paper, to defer in a manly way to his rank. "For the same reason, if you are out drilling your company, never pass across the front of a company commanded by a senior so as to cause him to halt or mark time until you are out of the way. You might be a little in advance of him, and so have what is commonly termed the right of way, but it would be a courteous thing to do if you took a little longer route and avoid delaying him. "It is not meant that there should be a servility or fawning toward a superior officer, — such a course is detestable; but that there should be deference, which in official intercourse should be marked." The Nature and Origin of the Military Salute. From time immemorial subordinates have always uncovered before superiors, and equals have always acknowledged each other's presence by some courtesy, — this seems to be one of the natural, nobler instincts of man. It was not so many years ago when a sentinel saluted not only with his gun, but by taking off his hat also. However, when complicated headgear like the bearskin and the helmet came into use, they could not be readily removed and the act of removing the hat was finally j conventionalized into the present salute, — into the movement of the hand to I the visor as if the hat were going to be removed. Every once in a while a man is found who has the mistaken idea that he | smothers he American spirit of freedom, that he sacrifices his independence, by M TOC Administration — Lecture XV Page 5 saluting his officers. Of course, no one but an anarchist or a man with a small, shrivelled-up mind can have such ideas. Manly deference to superiors, which in military life is merely recognition of constituted authority, does not imply admission of inferiority any more than respect for law implies cowardice. The recruit should at once rid himself of the idea that saluting and other forms of military courtesy are un-American. The salute is the soldier's claim from the very highest in the land to instant recognition as a soldier. The raw recruit, by his simple act of saluting, commands like honor from the ranking general of the Army. While the personal element naturally enters into the salute to a certain ex- tent, when a soldier salutes an officer he is really saluting the office rather than the officer personally, — the salute is rendered as a mark of respect to the rank, the position that the officer holds, to the authority with which he is vested. ' A man with the true soldiery instinct never misses an opportunity to salute his officers. As a matter of fact, military courtesy is just simply an application of com- mon, every-day courtesy and common sense. No man with the instincts of a gentleman ever thinks about taking advantage of this thing and that thing in order to avoid paying to his fellow man the ordinary, conventional courtesies ! of life, and if there is any doubt about the matter, he takes no chances, but extends the courtesy. And this is just exactly what the man who has the instincts of a real soldier does in the case of military courtesy. The thought of "Should I salute or should I not salute" never enters the mind of a soldier 3 just because he happens to be in a wagon or motor-car. i In all armies of the world, all officers and soldiers are required to salute each other whenever they meet or pass, the subordinate saluting first. The salute on the part of the subordinate is not intended in any way as an act of - degradation or a mark of inferiority, but is simply a military courtesy that l is as binding on the officer as it is on the private, and just as the enlisted man : is required to salute the officer first, so is the officer required to salute his supe- riors first. It is a bond uniting all in a common profession, marking the fact that above them there is an authority that both recognize and obey, — the ' country. Indeed, by customs and regulations, it is as obligatory for the rank- ing general of the Army to return the salute of the recruit as it is for the fatter to give it. s Let it be remembered that the military salute .is a form of greeting that belongs exclusively to the government, — to the soldier, the sailor, the marine, — it is the mark and prerogative of the military man and he should be proud of ,' having the privilege of using that form of salutation, — a form of salutation that marks him as a member of the Profession of Arms, — the profession of Napoleon, Wellington, Grant, Lee, Sherman, Jackson and scores of others of the greatest and most famous men the world has ever known. The military salute is ours, it is ours only. Moreover, it belongs only to the soldier who is in ■good standing, the prisoner under guard, for instance, not being allowed to salute. Ours is a grand fraternity of men-at-arms, banded together for na- tional defense, for the maintenance of law and order, — we are bound together 'by the love and respect we bear the flag, — we are pledged to loyalty, to one God, one country, — our lives are dedicated to the defense of our country's flag, — the officer and the private belong to a brotherhood whose regalia is the uniform of the American soldier, and they are known to one another and to all men, by an honored sign and symbol of knighthood that has come down to us from the ages — The Military Salute! I MTOC Administration — Lecture XV Page Whom to Salute General Rule. Day or night, covered or uncovered, whether either or both are in uniform, a subordinate (whether officer or enlisted man) not in military formation, nor at drill, work, games, or mess, salute all superiors whom they j meet, pass near, address, or who address them. Salutes by Detachment and Other Commanders, (a) When one person is iv\ command of a unit and another is not Commanders of detachments or other commands salute officers of grades higher than themselves, first bringing the unit to attention. However, if the person not commanding the unit i junior or equal grade to the unit commander, then the unit need not be brought to attention, (b) When both persons are in command of units. If two de- tachments or other commands meet, their commanders exchange salutes, both commands being at attention. Navy and Marine Corps. Soldiers at all times and in all situations salute officers of the Navy and Marine Corps (when in uniform) the same as they salute officers of the Regular Army. Foreign Naval and Military Officers. The Manual of Interior Guard Duty requires sentinels to salute foreign naval and military officers, but there are no instructions about other enlisted men saluting them. However, as an act of international courtesy, they should be saluted the same as our own officers. When and How to Salute Saluting .Distance. Saluting distance is that within which recognition is easy. In general, it does not exceed 30 paces. As to the distance at which the salute should be made, the following is what has been the practice in the Army: In approaching or passing each other within saluting distance, individuals or bodies of troops exchange salutes when at a distance of about six paces. If they do not approach each other that closely, the salute is exchanged at the point of nearest approach. For instance, if the officer and soldier are ap- proaching each other on the same sidewalk, the hand is brought up to the head-dress when about six paces from the officer. If they are on opposite sides of the street, the hand is brought up when about ten paces in advance of the officer. If the officer and soldier are not going in opposite directions and the officer does not approach within six paces, the salute is rendered when the officer reaches the nearest point to the soldier. If a soldier passes an officer from the rear, the hand is raised as he reaches the officer; if an officer passes a soldier from the rear, the soldier salutes just as the officer is about to pass him. TT7;e?; Making or Receiving Reports. When making or receiving official re- ports all officers salute. Military courtesy requires the junior to salute first, but when the salute is introductory to a report made at a military ceremony or formation to the representative of a common superior, — as, for example, to the adjutant, officer of the day, etc., — the officer making the report, what- ! ever his rank, will salute first; the officer to whom the report is made will i acknowledge, by saluting, that he has received and understood the repoi't. Officer Entering Room Occupied by Soldiers. When an officer enters a room where there are several enlisted men, the word "attention" is given by some one who perceives him, when all rise, uncover, and remain standing at atten- tion until the officer leaves the room or directs otherwise. MTOC Administration — Leeture XV Page 7 At Meals. Enlisted men at meals stop eating and remain seated at attention when an officer enters the room. When Seated. An enlisted man, if seated, rises on the approach of an officer, faces toward him, stands at attention, and salutes. Standing he faces an officer for the same purpose. If the parties remain in the same place or on the same ground, such compliments need not be repeated. Soldier Indoors. Indoors, an unarmed enlisted man uncovers and stands at attention upon the approach of an officer. If armed with rifle, he renders the rifle salute at the order or trail. Officer Approaching Number of Soldiers in Open. — When an officer ap- proaches a number of enlisted men out of doors, the word "attention" should be given by some one who perceives him, when all stand at attention and all salute. It is customary for all to salute at or about the same instant, taking the time from the soldier nearest the officer, and who salutes when the officer is six paces from him. At Work. Soldiers actually at work do not cease work to salute an officer unless addressed by him. Riding in Wagon or Motor-Car. A soldier riding in a wagon on motor-car should salute officers that he passes. He would salute without rising. Like- wise a soldier driving a wagon should salute, unless both hands are occupied. Passing Officer on Staircase. It is customary for a soldier who is passed by an officer on a staircase to come to a halt and stand at attention. Addressing or Being Addressed by an Officer. Before addressing an officer, or when addressed by an officer, an enlisted man makes the prescribed salute with the weapon with which he is armed; or, if unarmed, with the right hand. He also makes the same salute after receiving a reply. How Salutes are Rendered in Uniform. In uniform, covered or uncovered, but not in formation, officers and enlisted men salute military persons as fol- lows: With arms in hand, the salute prescribed for that arm (sentinels on in- terior guard duty excepted) ; without arms, the right hand salute. Rifle Salute. Enlisted men out of doors and armed with the rifle salute with the piece at the right shoulder; if indoors, the rifle salute is rendereed at the order or trail. Sentinels on Post. A soldier salutes with the "present arms" only when actually on post as a sentinel doing interior guard duty. At all other times when armed with the rifle he salutes with the prescribed rifle salute. The general rules and principles of saluting apply to sentinels on post duty doing interior guard duty; except, as just stated, they salute by presenting arms when armed with the rifle. However, they do not salute if it interferes with the proper performance of their duties. Rendering Salutes in Military Manner. Officers and enlisted men are re- quired by regulations to render the prescribed salutes in a military manner, the officer junior in rank or the enlisted man saluting first. Several Officers in Company. When several officers in company are saluted, all entitled to the salute return it. Man Addressed in Formation. A man in formation shall not salute when directly addressed, but shall come to attention if at rest or at ease. In Public Places and Conveyances. In public conveyances, such as railway trains and street cars, and in public places, such as theaters, honors and per- sonal salutes may be omitted when palpably inappropriate or apt to annoy or disturb civilians present. MTOC Administration — Lecture XV Page For instance, as a rule, it may be said that an enlisted man riding in a street car, or in the act of purchasing goods in a store, or eating in a res^ taurant, would not salute unless addressed by an officer. However in case of a soldier occupying a seat in a crowded street or railway car, if he recognizes a person standing to be an officer, it would be but an act of courtesy for him to rise., salute and offer the officer his seat. No Saluting at Double Time, Trot or Gallop. Salutes are not rendered when marching in double time or at the trot or gallop. The soldier must first come to quick time or walk before saluting. The question of gait applies to the person saluting and not to the one saluted, — so, a soldier would salute an officer who was passing in double time or at a trot or gallop. Enlisted Men in Command of Detachment. A non-commissioned officer or private in command of a detachment without arms, salutes all officers with the hand, but if the detachment be on foot and armed with the rifle, he makes the ; rifle salute, and if armed with a saber he salutes with it. Salutes not Rendered by Troops at Drill, on March, Etc. Salutes and honors, as a rule, are not paid by troops actually engaged in drill, on the march, or - in the field under campaign or simulated campaign conditions. Troops on the service of security pay no compliments whatever, nor do troops in trenches pay any honors. However, troops on the march and in trenches may be called to attention. Bringing Command to Present Arms or Sabers Before Commander Salutes. If the command is in line at a halt (not in the field) and armed with the rifle, or with sabers drawn, it is brought to present arms or present sabers before its commander salutes in the following cases: When the National Anthem is played, or when to the color or to the standard is sounded during ceremonies, or when a person is saluted who is its immediate or higher commander or a general officer, or when the national or regimental color is saluted. Saluting at Parades and Other Ceremonies While National Anthem is Played. At parades and other ceremonies under arms the commander shall render the prescribed salute and shall remain in the position of salute while the National Anthem is being played; also at retreat and during ceremonies when to the color is played, if no band is present. If not under arms, the organization shall be brought to attention at the first note of the National Anthem, to the color or to the standard, and the salute rendered by the officer or non-com- missioned officer in command as prescribed in regulations. Sahiting by Individuals During Playing of the National Anthem; or Sound- ing of to the Color; Same Respect to National Anthem of Allied Countries. Whenever the National Anthem is played at any place where persons belong- ing to the military service are present, all officers and enlisted men not in formation shall stand at attention facing toward the music (except at retreat, when they shall face toward the flag) . If out of doors they also render the hand salute, or if armed with a rifle, the salute prescribed for that arm. The practice of rendering the hand salute when the National Anthem was played indoors has been done away with, and officers and soldiers merely stand at attention as prescribed above. The position of attention and the salute, rendered, must be maintained until the last note of the music. The same rules apply when to the color or to the standard is sounded as when the National Anthem is played. The same mark of respect prescribed for observance during the playing of the National Anthem of the United States shall be shown toward the national MTOC Administration — Lecture XV Page 9 anthem of any country with which we are allied when played upon official occasions. Saluting the Color. Officers and enlisted men passing the uncased color will render honors as follows: If in uniform, they will salute as required by para- graph — "How salutes are rendered in uniform"; if in civilian dress and cov- ered, they will uncover, holding the headdress opposite the left shoulder with the right hand; if uncovered, they will salute with the right hand salute. Usual Mistakes in Saluting The following are the mistakes usually made by soldiers in rendering salutes : i (1) They do not begin the salute soon enough; often they do not raise 3 the hand to' the headdress until they are only a pace or two from the officer — the salute should always begin when at least six paces from the officer. (2) They do not turn the head and eyes toward the officer saluted — the i head and eyes should always be turned toward the officer saluted and kept : turned as long as the hand is raised. (3) The hand is not kept to the headdress until the salute is acknowl- edged — the hand should always be kept raised until the salute has been acknowledged, or it is evident the officer has not seen the saluter. (4) The salute is often rendered in an indifferent, lax manner — the salute should always be rendered with life, snap and vim; the soldier should always : render a salute as if he meant it. Miscellaneous Officer Walking or Riding with Senior. When walking or horseback riding with a senior, remain on his left, and if on foot, keep step with him. Like- wise, if riding in a carriage with a superior, always sit on his left. Soldier Walking with Officer. A soldier accompanying an officer walks on gthe officer's left and about one pace to his rear. Prisoners do Not Salute. Prisoners do not salute officers. They merely stand at attention. In some commands it is customary for paroled prisoners and others who are not under the immediate charge of sentinels to fold their -arms when passing or addressing officers. Unmilitary Salutes. It is very unmilitary to salute with the coat unbuttoned or with hand in the pocket, or a cigarette, cigar or pipe in the mouth. Not Dropping Hand or Weapon Until Salute Has Been Acknowledged. In '.saluting, the hand or weapon is held in the position of salute until the salute has been acknowledged or until the officer has passed or has been passed. Discipline The most important element in military training! As vital to the success .of an army, as live steam to the operation of a locomative. Without it the best of individual soldiers are but an armed mob, to be made a mockery by a .trained foe; with a high type of discipline an army's powers are increased tenfold. Every great general in history has recognized this, and his success 'has been measured by his ability to inspire discipline. M TOC Administration — Lecture XV Page 10 Discipline represents seventy-five per cent of battle efficiency. Men and arms we may command, but money cannot buy discipline, nor munition plants supply it. It is of the very essence of training, and springs from the intelli- gence and conscientious work of the leaders who must inspire it, or whose in- competence will render its attainment impossible. This is what makes long thorough training so necessary, what makes military men shudder at the thought of war without adequate preparation. Our history is full of instances where otherwise splendid forces have been brutally defeated for lack of disci- pline. Intangible and psychic, the outgrowth of patient, skillful culture — it is no concrete thing to be handed to troops as they mobilize for war. It is as difficult to attain as it is necessary for success. Only adequate training may supply it, yet it may be lost in a day through the incompetency of lead- ers. Hence it is the one vital thing for you to understand. Discard any vague conceptions of discipline as associated only with punish- ments and brutality. We mean something far higher than that. General Sherman said: "Discipline is the soul of armies." This means it is the spirit— the actuating spirit that inspires individuals to deeds of heroism, that gives them heart for patient endurance of untold hardships, that makes them freely surrender individual wills to the will of the leader, that binds them into a splendid fellowship, inspiring, sacrificing, training together for a common cause. This is the discipline that you must foster in your organization. To learn how to arouse it is the first duty of the leader. Discipline may be defined as that psychic something which is always recog- nized by its manifestations of ever present respect for superiors and instant cheerful obedience, not only to given orders, but to a high personal sense of duty. It leads directly to esprit, from which springs morale; and, other things being equal, with the morale fifty men can beat two hundred. How clear then is the course for the successful leader — inflexible in discipline, arousing and fostering in his command pride and esprit, till finally they have acquired a morale that makes his men believe themselves invincible. Discipline is then not the end, but a means to an end — the end that each man shall be imbued with a spirit of loyalty to leader and to organization, which will result in unity and promptness of action in instant response to the will of the leader. The one end sought in military training is so to have organized, trained, and disciplined the thousands of individuals who compose the army, that they may be made all to respond as one unit instantly and effectively to the will of the chief. This is the military machine working perfectly. Easily possible on the drill field, every one at ease, well fed and complacent; it can be done amid the strain and roar of the battlefield, only when training has made true lead- ers of every corporal and general, and developed an unshakable discipline in all. Manual for Courts-Martial punitive articles Note. — Instructor will first read and emphasize the 110th Article of War covering the requirements in regard to reading and explaining the punitive articles to enlisted men. The instructor will then read Chap. XVII Manual for Courts-Martial cov- ering the punitive articles. In presenting this subject to the class, however, the instructor will not attempt to cover the whole chapter. Instead, he will explain to the class how to use this chapter as a reference, when necessary, illustrating by discussing a few of the punitive articles covered in the chap- ter. The following articles should be covered : Desei'tion — Absence without leave — Arrest — Confinement. The 95th and 96th Articles of War. M TO C Administration — Lecture XV Page 11 Problem in Drawing Charges Private Richard M. Smith, No. 4,876,532 Co. B, 302nd Infantry, stationed at Camp Devens, Mass., left his company and station without proper leave about 3.00 P. M., September 10, 1918, and did not return of his own will, but was apprehended by the military police in Boston, Mass, about 10.00 P. M., September 25, 1918. When apprehended he was in civilian clothes and was drunk. This man was serving in his first enlistment period, was 26 years old, was carrying $10,000 War Risk Insurance, and had a Class "A" allotment run- ning. At the time charges were preferred this man was in confinement in the guard house of the 302nd Infantry. Draw up the charges in this case, charging the accused under the 58th and 96th Articles of War, with one specification under the 58th and two under the 96th. MTOC Administration — Typical Quiz Questions Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course ADMINISTRATION Typical Questions for Written Examination Final Examination Motor Transport Officers' Course 1. a. What is The General Staff Corps? b. What is A Special Staff Corps? c. Distinguish between the two. 2. a. What are the duties of The Staff in relation to The Line? b. What is the Service of the Interior? c. What is the Theatre of Operations? 3. Outline the duties of The Motor Transport Corps. 4. a. Under what circumstances may an officer make an allotment of pay for the support of his family? b. What is mileage? c. How are officers paid? 5. a. Draw a diagram showing the distribution of authority in a Motor Transport Company. b. Give the duties of the company commander. c. Give the duties of the first sergeant, property sergeant, chief of sec- tion. 6. a. How is a soldier paid when separated temporarily from his Service Record? b. What is the Service Record and what data does it give? c. What steps are taken in case of loss of a Service Record? 7. 2nd Ind. To This soldier He was last paid to include By Due United States This soldier an allotment running. (has or has not) His character is Fill out the above indorsement of service record, assuming all fact? necessary. 8. a. Name the parts of a letter. M T'OC Administration — Typical Quiz Questions Page 2 b. Give the channels through which a letter from an enlisted man re- questing a furlough would be required to pass; assume this man to be a member of a Motor Transport Company which is a part of a Motor Command at a camp in this country. c. Give five rules to be followed in military correspondence. 9. Write a military letter containing two enclosures; add the first indorse- ment. 10. a. What is a correspondence book? b. What is a document file? c. Explain their use in connection with each other. 11. a. Assume you are in command of Motor Transport Company K; five men report for sick call on October 1st, 1918. Make out sick report for the day covering both the company officer's report and the medical officer's report. b. What is the Guard Roster? c. Illustrate the difference in keeping the Guard Roster and the roster for other duties. 12. Make out a morning report for October 8, 9, and 10, covering the fol- lowing changes: October 8 — One private from duty sick in hospital. One private from absent without leave to duty. Three privates from detached service to duty 2.00 P. M. October 9 — One sergeant from hospital to sick in quarters. Two corporals from sick in quarters to furlough. Two recruits join company at 3.00 P. M. October 10 — One private from absent without leave to confinement in the guard house. One sergeant from furlough to duty 2.00 P. M. One corporal from hospital to duty 3.00 P. M. Company strength on the 8th of the month: One captain. One first lieutenant. One second lieutenant. One first sergeant. Five sergeants. Thirty-four corporals. Forty privates first class and privates. 13. a. Make out a ration return for the company at the conclusion of the above period. b. What is meant by soldiers' deposits? c. Assume that you are commander of a company; an enlisted man of your company about to go on a furlough and needing money offers to sell you his soldier's deposit book; what would you do, and why? 14. a. What persons are subject to military law? b. Under what circumstances is martial law declared? c. What is meant by jurisdiction? 15. a. Give in detail the steps taken by a company commander in equipping his men with clothing. 16. a. When and by whom may an officer be placed under arrest? b. Under what circumstances may an officer be placed in confinement? c. Distinguish between arrest and confinement. M TO C Administration — Typical Quiz Questions Page 3 17. a. Name 15 forms that will be used in a company office. b. Make out a Report of Survey, Form 196 A.G.O. Assume any facts necessary. 18. a. What is a deposition? b. Name two kinds of general pleas. c. What is meant by arraignment? 19. a. Name the kind of discharges and tell under what circumstances each is given. b. What is a final statement. c. Give the information contained therein. 20. a. What monthly returns are rendered by a Motor Transport Company? b. What data is contained in Form M.T.C. — 117? c. Distinguish between accountability and responsibility. 21. Describe in full, giving number of copies and disposition made of each, the following forms: a. Stolen Property Report Form M.T.C. — 111. b. Investigating Officers Report of Accident, Form M.T.C. — 125. c. Memorandum Receipt, Form M.T.C. — 101. 22. a. What are the disciplinary powers of commanding officers? b. What is the procedure on revision of a general court-martial finding? c. What are the Punitive Articles of War? 23. Make up Form M.T.C. — 118, weekly report covering a Motor Trans- port Company organized according to tables of organization. 24. a. What is meant by customs of the service? b. Name five. 25. a. Give rules to be observed by individuals when the national hymn is played, b. Write a short essay on the necessity for discipline in the army. MTOC Theoretical Auto Engineering — Lecture I Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE I Organization of Motor Transport Supply System in France We shall commence these lectures with the supply system, and devote some discussion to the various repair units and parks coordinated with that system, taking up each one separately and denning in detail just what part of the system it forms and the duties required of each branch, respectively. The supply syptem is designed to give the most efficient service with the least duplication of stock, and to expedite salvage to save ocean tonnage. In view of the diversity of makes of vehicles, it will be impossible to stock each depot with parts for all of them, consequently vehicles of each make will be segregated. The main supply depot will automatically receive all new M.T.C. supplies excepting gasoline and oils, which are received at base ports in France, or by European purchase. From these base ports gasoline and oils are supplied on requisition to advance depots and parks for use or issue to groups. Normally, the depot sections of overhaul and service parks will be operated as advance depots to obviate the duplication and extra handling of stocks. The theory is that operating units in the field will requisition on service parks, service parks on overhaul parks, and overhaul parks on the main supply. This procedure may be modified as the case requires. An overhaul park is normally equipped to repair certain designated types and makes of vehicles, and the segregation of different makes enables the main supply depot to utilize the supply section of the overhaul park as an advance supply depot. Supplies necessary to vehicles are of two classes: Articles common to all vehicles, irrespective of make or type, and articles pertaining to individual makes or types. Overhaul parks carry the required stocks of each. All articles required in operating vehicles have been catalogued. Catalogue No. 1 covers material common to all vehicles. Parts pertaining to individual types are listed in special catalogues. In each catalogue articles are specified as "expendable" or "non-expendable." The former indicates an article that will be replaced only when an old part accompanies the requisition. If it is impossible to return the old part, a certificate covering the reasons therefor must accompany the requisition. The object of the foregoing is to insure the return of the old part for any salvage work that may be possible on it, and prevents a transport unit from accumulating a junk pile that would interfere with mobility. Also, it allows a technical examination of worn out or faulty material, and this is information which is essential to the proper operation of the maintenance division. With this in view, a service park draws its supplies from the advance depot designated in orders as its supply point. In the absence of such orders, serv- M to c Theoretical Auto Engineering — Lecture I Page 2 ice park supplies will be drawn from the main supply department. Thus stocks will be kept at a minimum and distributed with the greatest efficiency. The transport companies and other M.T.C. units will draw their supplies from the service parks to which they are assigned. Gasoline and lubricating materials are supplied direct to groups and other M.T.C. formations by the gasoline and oil service, organized under the sup- plies division of the office, C.Q.M., S.O.S. The above gives an idea of the supply system. Now we will take up the different kinds of parks of the service. First: A reception park will be established at each vehicle manufacturing plant in the United States, and each base port in France. At these parks vehicles will be received, properly registered, set up, and formally forwarded to desig- nated replacement or organization parks or, when the exigencies of the serv- ice so require, they may be sent direct to the organizations to which they are assigned. The issue of such vehicles to such units in this manner is made only on the orders of the C.G., S.O.S. In addition the reception park will consist of the necessary personnel, grounds, buildings and equipment for registration, storing and issuing M.T.C. vehicles. The lay-out of the park will be such that the process of a new vehicle from the time it is received from the manufacturer until it is issued will be a continuous flow in a given direction. Upon arrival, a vehicle is uncrated and registered by means of a tag at- tached to the steering post, and the number on the tag is later stenciled on the body. Blocks of registration numbers are periodically forwarded by the director of the M.T.C. to reception parks for issue to incoming vehicles. Im- mediately after registration, all tools, accessories and equipment belonging to the vehicle are stored until the vehicle is ready for use. The vehicle then moves to the shop section of the park, where it is assem- bled, stenciled and necessary repairs made, after which it is sent to the issue section. Until issued, it is kept clean, oiled, and the motor started daily. Registration cards will be made out in duplicate, one copy to be retained and the other sent to the headquarters of the M.T.C. A log book containing the necessary data will be included in the vehicle's equipment. Vehicles will be issued to replacement or organization parks on instruc- tions from the director of the M.T.C, using form M.T.C. receipt, in quadrupli- cate. When the exigencies of the service demand it, vehicles may be sent direct to other organizations on orders of the C.G., S.O.S. A daily report on form M.T.C. 135, covering all vehicles issued, received, on hand, and ready to issue, will be made to the director of the M.T.C. When assigned, vehicles may be forwarded by rail or overland. Next we have the organization parks which in turn receive their personnel from the cantonments, camps, base ports or various other sources. Vehicles are obtained from the reception parks and any other equipment necessary from the main supply depot. Vehicles and men are organized and equipped for service and held in readiness for assignment, either as individuals, detach- ments or organizations. Schools receive personnel by assignment from cantonments, casual camps, base ports, hospitals and various other sources; also such vehicles as are re- quired for their equipment from reception parks, and other equipment as is necessary to their operation from the main supply depot. Students are trained by a corps of instructors maintained for that purpose, examined, clas- sified, and formally forwarded to the designated organization park as required. M TO c Theoretical Auto Engineering — Lecture I Page 3 Replacements parks are operated much the same as organization parks, inas- much as they receive personnel from the same sources as schools. Vehicles are obtained from reception, reconstruction, and overhaul parks and in some cases from service parks. Other equipment is obtained from the main supply depot. Vehicles and personnel are organized and equipped for service and sent for- ward to replace casualties. Now we come to the parks actually engaged in repairs. Many of the men engaged in this course will be assigned to this service or at all events it is a department with which there is always much to do. Therefore, the repair system showing the different parks and establishments, which start with the company near the front line and end up with the reconstruction park, which is the factory for the A.E.F., will be outlined. Attached to each company there is a light repair truck. On this light repair truck is a standard stock of tools and parts, which is made up of ten days' supply of all small parts, such as spark plugs, nuts, bolts, valve springs, brake lining, and the minor parts which are needed in quick repairs. There is also on this truck a fairly complete assortment of hand tools. That stock is kept up by requisition every other day on the next larger unit, which is the service park. So that your stock on hand, plus your requisitions which are in process of going through, should equal the standard unit equipment list of that truck at all times, and the company mechanic should never allow that equipment list to depreciate. The next step in the chain is the service park. A service park is a mobile machine shop unit with a personnel of 35 men and an officer. This personnel is made up of the different trades. There is a radiator man, chassis man, engine man, electrical man, tire man, and so on. The service park keeps on hand at all times a ten days' supply of larger parts (not assemblies), such as connect- ing rods, bearings, bushings, brake lining, etc. A service park is supposed to take care of the repairs on 148 trucks, and a proportionate number of passen- ger cars and motorcycles, and to handle repairs on six trucks at one time in the park. The unit equipment list for a service park is laid down in bulletins and consists of a definite number of bearings, connecting rods, bushings and parts for all the vehicles which it serves. No repairs are attempted in a service park that will require more than ten days to complete. The next link in the chain is the overhaul park. The overhaul park is a much larger unit and may consist of any number of men. We have a system of repair sections, groups and units. The section is the smaller and consists of 77 men and 3 officers. By grouping together 4 sections and a headquarters we make a repair group. By grouping together 4 groups and a headquarters we have a repair unit. We can make an overhaul park of any size we want. We can take one section of 77 men and 3 officers and make that an overhaul park, or take 4 sections and call it a repair group and make that a larger over- haul park, or take 4 groups and make it our largest unit, which is the repair unit, and consists of 1280 men. The repairs made in the overhaul park are practically all the repairs that can be made to the vehicle, except recon- struction. If a vehicle is badly damaged by shell-fire or totally wrecked through misuse so that all the working parts will have to be replaced, and it is more a question of salvage than repair, that vehicle goes back to the reconstruction park and is not touched by the overhaul park at all; but, if the work consists of tearing down the motor and rebuilding, tearing out the transmission, rear axles, etc., the overhaul park handles it. Assemblies are taken apart here and assemblies are carried in stock as part of their standard list of parts and supplies for the trucks which they are supposed to serve. Each overhaul park can take care of M to c Theoretical Auto Engineering — Lecture I Page 4 the repairs on 1800 to 1900 trucks. It can handle 100 trucks at one time in the park. The overhaul park is, of course, farther back from the line than the service park. The service park is usually within sound of the guns and near the rail head; within reach of the supply and ammunition trains. The overhaul park would probably be back 25 to 30 miles from the line and perhaps more, depending on whether that sector of the front happened to be active or not active. Overhaul parks have quite an elaborate machine tool equipment, and they can actually make small parts in the park. The time factor enters into all repair work, except that done in the reconstruction park. No repairs are allowed in a service park that require over ten days. If a vehicle, in the opin- ion of the inspector, will require over ten days for its repair, it is sent back to the overhaul park. If it requires more than 20 days in the overhaul park, it is sent back to the reconstruction park. In that way we do not clog up the service and overhaul parks with a lot of dead material, thereby making them immobile. Mobility must be the first consideration these days. It may be added that an overhaul park quite often is an advance spare parts depot and by an advance spare parts depot is meant a depot that keeps 30 days' supply of all parts for all trucks operating in the area which it serves. That includes rear axle assemblies, transmission assemblies, clutch assemblies, and even motor assemblies, and, where it is deemed advisable, a motor is set in and the old motor taken out, and the old one repaired later and put back in stock. In fact, repairs of this kind are frequently handled in this way. The assembly is re- placed and the truck put back into commission, while the taken-out assembly is replaced at another time when work will permit. The next link in the chain is the reconstruction park, which is a very large organization. It has a large roofed area and you might liken it to one of our large automobile or truck manufacturer's plant in this country. It is an enor- mous proposition and when you are told that for one army alone we have to have upwards of 80,000 vehicles in France you can realize that we need a large factory to look after their repair. At the reconstruction park all reclamation work is taken care of. It is called salvage. All complete overhauls are made ther?. Vehicles come back from all the overhaul parks to the reconstruction park when the time factor will not allow the overhaul park to make the repairs. Broken parts and broken vehicles have to be returned for salvage by every member of the A.E.F. Even though you think a part is absolutely valueless you are charged with the re- sponsibility of seeing that that part goes back for salvage. The metal in broken parts can be melted up and reshaped into tools, babbitt can be melted and re- used, broken parts can be repaired by careful machine work and by brazing and welding. We also must have broken and worn out parts returned to find out whether those parts are defective from poor workmanship or material or worn out through fair wear and tear. This is important, for we must make recom- mendations for changes in construction on the basis of this information. Broken parts come back through the various parks and establishments to the base spare parts depot which is in close proximity to the reconstruction park. The base spare parts depot turns the broken parts and supplies over to the re- construction park, which reclaims all parts that is possible to reclaim and then turns them back to the base spare parks depot for stock. That is the work of the reconstruction park. In other words, when you order parts from the service park, you may not get a new part, but you may get a part that has been rebuilt. It is just as good. That system of salvage and the impor- tance of it will be made the subject of a separate lecture later on in the course. M TO C Theoretical Auto Engineering — Lecture I Page 5 To return to the company repairs. Company repairs are quite the most important factor in the Motor Transport Service of the A.E.F. If the proper care is not given to lubrication and adjustment and repair work in the com- pany, both in park and on the road, it echelons all the way down the line, our service parks are overcrowded, our overhaul park is overcrowded, and our re- construction park is swamped. And really, when you come down to the last analysis there is very little excuse for a vehicle going back from the company to the service park except for a periodical overhaul and except for damage by shell-fire. If the driver is a good driver, properly trained, if the company mechanic is an iron master as far as upkeep is concerned and is on the job, there will be a minimum of extensive repairs and consequently less work for the service, overhaul and reconstruction parks. Company repairs occupy the full time of the company mechanic and his assistants and a large share of each driver's time when not actually at the wheel of his truck. MTOC Theoretical Auto Engineering — Lecture II Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE II Care and Maintenance of Motor Vehicles Too much stress cannot be laid on the care of motor vehicles. They must always be ready to go. Constant watchfulness is the only thing that will in- sure their being ready to move at a crucial moment. It must be understood that warfare as it has developed in the last three or four months has made the motor truck more of a factor than ever in the success of an action, for the reason that the lines of communication are constantly changing. Food, mu- nition, supplies, engineering material, etc., must go with the army. As an instance, only the closest supervision will detect the bolt that is about to be sheared off. If replaced before the start is made, the truck will not be stranded on the road when some battery is waiting for shells. Constant watchfulness and attention are absolutely essential to efficiency. There are several requirements that the motor truck covers as a transpor- tation unit. First, the moving of supplies. In this the first item is the Motor Transport Corps main supply depot. All new supplies are sent there for issue and dis- tribution. Supplies from base ports and from reconstruction parks are also sent there, as well as local purchases made by the general purchasing board. The functions of this depot consist of the requisition, receipt, storage and issue of M.T.C. parts, supplies, materials and equipment. This depot also carries the main and reserve supply stock of these materials. In principle, operating units requisition from service parks and overhaul parks, which in turn deal directly with the main supply depot M.T.C. Any requisition made for non-expendable articles must be accompanied by the old article or some portion of it, with a M.T.C. salvage tag (Form M.T.C. 119) attached, or a certificate by the requisitioning officer explaining the reason why the old part or article is not returned. Complete details covering the issue of parts, sup- plies, materials, etc., will be taken up later on. The above is a general description of the main supply depot. When differ- ent overhaul parks or service parks requisition the main supply depot, there must be some way of transporting the material requested. If this cannot be done by railroad it must be done by truck. Most of the ammunition, engineering, and supply dumps in France, except where the material is stored in warehouses, are either in open fields or forests. It is not so necessary to camouflage the engineering material or the supplies for the reason that even if they are bombarded there is no danger of explo- sion. The ammunition dump is made as irregular as possible, and the am- munition is scattered all over the field so that if the dump is bombai'ded it will have to be hit a good many times to do much damage. As a further pro- tection, sand bags are placed around the ammunition dumps. M TOC Theoretical Auto Engineering — Lecture II Page 2 In the engineering or supply dumps, the trucks go in through one entrance. The office of the dump is near this entrance. The roads, like the roads in the ammunition dumps are what we call corduroy roads and are made out of logs fastened together with large staples. They are laid through the whole dump and it is impossible to get a better road for this purpose. A corduroy road affords good traction, due to the rough surface. A truck rarely skids as long as it is kept squarely on the road, but once off the road there is great difficulty getting back on again. When operating on these roads, the first thing to learn is to go slow. This will not rattle the truck to pieces, out of control and off the road. It is very easy to get the front wheels caught. A loose log hit by the front wheels, may send the truck into the ditch. In the day time when a section has completed loading, the sergeant is given instruc- tions by the company commander to proceed to the point of unloading. At night it is customary to form the whole company before leaving the park. Regarding the method of backing trucks on these narrow corduroy roads. Imagine that a truck on a corduroy road is backing up to a shed or car that may be 100 feet back from the main road. If the driver sitting on the seat at- tempts to watch the road and back at the same time, he will find himself in the ditch, no matter how good he may be. This has happened time and again. It is necessary to back the truck absolutely straight. To avoid the danger of getting a wheel in the ditch when backing, the best and most practical way is to employ the following system : The driver is at the wheel. The second driver is on the road in front of the truck. By a system of hand signals, the second driver directs the driver which way to go. The driver is to watch only the second driver in front. If these two men understand their signals well, they will be able to place the truck in about half the time it would take one man to do it. If the man on the ground wants the driver to go straight back, he signals with his hands, the movement and the speed of his hands indicating the direction and the speed of the truck. Suppose in going straight back, the rear of the truck begins to get a little off to the right of the road. The second driver will move his left hand in the direction the rear wheels are to be turned and vice versa. In the American schools in France, men are required to practice sometimes for hours backing between posts. It is necessary to be proficient in backing because there is a lot of backing to do when driving at the front. One of the most important things in this course is the need of the strictest mechanical supervision and inspection of trucks. Experience has taught us that unless there is the most rigid system of inspection the results will not be at all gratifying. There seems to have been a great deal of discussion, and sometimes misunderstanding, as to how far the driver should be educated in the mechanical construction of his vehicle. Some have said that he should not have any instruction except in driving and that he should be entirely ig- norant of the theory and practice of automobile engineering. On the con- trary it is advisable to give the driver every bit of instruction along that line that the conditions admit while he is going through school, and if he is there for quite a length of time his continued study of the construction and adjust- ment of the vehicle which he is operating, both the theoretical and the prac- tical, may give him sufficient knowledge so that when he is through with his training he knows when shifting into first gear just what is happening in the transmission, and he also knows the difference between a surge in the motor caused by the carburetor being badly adjusted, and a surge due to two cylin- ders not firing properly. A driver is very often called upon to make minor adjustments under the supervision, if possible, of a company mechanic, but M TO C Theoretical Auto Engineering — Lecture II Page 3 the company mechanic cannot be everywhere at once and the driver has to be able to do these things by himself. The driver is responsible for the proper cleaning of his vehicle. Perhaps that does not sound important to you, but it is highly important. We have been criticised in France in the American Army on account of the appearance of our trucks and cars. They were not washed; mud would remain on them for weeks; they were not properly lubricated; drivers were sloppy in appear- ance and driving, and very often they would pull up at some divisional head- quarters alongside a British headquarters staff car or a French headquarters staff car. The comparison was terrible to look upon. The British or French cars would be as bright as a new penny, although in service perhaps for three or four years. Every bit of brass and metal would be shined up, the frame, the drive shaft and rear axle housing, ordinarily neglected by you and me, would be thoroughly cleaned up. You could put your hand on any part of the car. That is why those vehicles are running after four years of service. The cleaning of the vehicles should be done every day. There is one part of the cleaning that can be done every day and must be insisted upon by every company commander, noncommissioned officer and mechanic, and that is that the dirt and dust be cleaned from the spring shackles and all moving parts of the vehicle. This is absolutely essential, because of the great trouble we have in keeping spare parts in France. We have not had anywhere near a sufficient stock of spare parts for any of the vehicles in France up to the first of May of this year and the lack of them was a very serious proposition. The proper cleaning of the car will cut down the necessity for spare parts tre- mendously. The next thing is the lubrication of the car. There are certain things which must be done every day and certain things which must be done at stated in- tervals such as every 250, 500, 1,000 and 2,000 miles. It is necessary to know the M.T.C. manual and to study those things which must be done at the various periods. In addition to lubrication, there are other things which must be done at the stated intervals before mentioned. All of these are in the manual beginning on Page 69. (a) Care must be given to appearance, as well as to mechanical perfec- tion. See that the body and wheels are cleaned of dirt, and inside of body cleaned out. (b) Be on the lookout at all times for all leaks, and for unusual noises; find the cause immediately and remedy it. (c) In screwing up grease cups always make sure that the grease has actually been forced into the bearing. (d) Never cut out the muffler. (e) Never, under any circumstance, fill the gasoline tank or work on the carburetor in the presence of a naked flame or an oil lantern. If this work must be done in the dark, use an electric torch. After each run : (To be done as soon as truck returns from run.) (a) Fill up gasoline tanks (including reserve supply), oil lanterns, head lights and generators. (b) Drain carburetors. (Much water and other impurities are often found in gasoline. In freezing weather drain radiators. (c) Remove mud and dirt from places in immediate proximity to joints and moving parts, such as reach rod joints, spring shackles, distance rod hangers or joints, torsion rod joints, and springs. M to c Theoretical Auto Engineering — Lecture II Page 4 (d) After removing all dirt turn down grease cups at all places one turn. (e) Examine and tighten all loose nuts, screws, etc., including those of the wood-work. (f ) Wash entire truck, if possible. At end of 250 miles: (a) Fill up all grease cups and see that oil holes are not stopped up. (b) Clean motor and pan under motor; clean spark plugs; oil magneto (only drop or two) ; clean carburetor. (c) Examine clutch; permit no oil on a leather faced clutch. (d) Transmission Case; fill with lubricant if necessary. (e) Brakes; examine and regulate tension. (f) Chains; examine tension. (g) Clean oil strainers. (h) Examine all wiring as to insulation and connections, (i) Go over all nuts and bolts. At end of 1,000 miles: (a) Drain crank case, wash with kerosene, and fill with fresh oil. (Save old oil to return to service park.) (b) Jack up body and clean and grease spring leaves. (c) Remove chains, bathe in kerosene, clean with brush, grease and put back. (d) Fill differential with oil. (e) Examine all grease boots and clean and refill, if necessary. It is necessary to be constantly looking for loose nuts and connections and be constantly tightening these. Our spare parts situation in France will al- ways be a serious one. We will never have as many parts as are needed and seldom will the supplies and parts be where they are wanted. For this rea- son, whenever the truck stops to load or unload, or whenever there is a few minutes' time in the park, the truck should be gone over very carefully from the front bumper through to the tail gate to be sure that everything is tight and that no defects or mechanical troubles exist that may hold up the truck on the road. The Motor Transport Corps in France is charged with moving the freight of the A.E.F. Freight cannot be moved if the truck is out of commission. Troubles corrected before they become serious prevent excessive demands for spare parts, decrease the work of the company mechanic, to the service park, of the overhaul park and of the reconstruction park and greatly simplify the maintenance problem. A burnt out or frozen bearing is inexcusable, and in France is cause for court-martial proceedings in every case. There is no reason whatsoever for trouble of that nature. There is no excuse and none will be accepted. The causes of breakdowns in the Motor Transport Corps in France are in 7 cases out of 10 due to the inefficiency of the drivers of vehicles. These drivers were not properly trained. They had no conception of discipline before going to France. They were slovenly in their personal appearance. Their trucks were dirty, not properly lubricated, parts were lost off the trucks, thereby tying up that piece of equipment for days and some- times weeks. Bearings were burnt out, brakes burnt out, clutch facings ripped off unnecessarily, radiators smashed, and the vehicles generally not able to handle the freight. If allowed to continue, these things are nothing short of criminal offenses, which at this time deserve the strictest disciplinary M TO C Theoretical Auto Engineering — Lecture II Page 5 action. Both the driver and the company mechanic are responsible for the log-book which accompanies every vehicle in France. This book is issued to the vehicle at the reception park at the port of debarkation. It stays with the vehicle as long as the vehicle is in service. This log-book is about 4 inches wide and 6 inches long. In it are kept records of transfers of the vehicle and of all repairs made by any repair parks. The first page of the book is given over to the specifications of the truck, the engine number, the chassis num- ber, U. S. number, the type and model of the truck and the detailed list of the equipment which was placed on the truck at the reception park. Begin- ning with the next page there are spaces for the driver to sign for the vehicle and for its equipment and in each case of transfer, his signature is witnessed by the signature of the Commanding Officer. The last 3 or 4 pages of the book are given over to records of repairs made. This record shows the num- ber and name of the repair park making the repairs, what the repairs con- sisted of, what spare parts and supplies were required to make the repairs, and the signature of the inspector or officer entering this data. The informa- tion regarding repairs which is entered in this book is invaluable at head- quarters, as it shows the performance of a truck and also the class of repairs that are made on that particular make of vehicles and enables steps to be taken for the correction of defects and changes in construction. This log- book is to the car what the service record is to the soldier, and the driver is held rigidly responsible that it is not lost and that it is kept clean and all data entered up to date. Conservation, now that we are at war, and the soldier is using, not his own material, but the government's, is a positive obligation. The writer experi- enced a lesson that was very forceful while in France, which portrays the idea of conservation about as well as any demonstration could. When I signed for my motorcar I was given a list of tools which I was required to invoice, and sign for also. Among them was a small brush which had very few bristles. I threw it into a box and forgot about it until I had need of a brush to clean around my motor in places which were too small for access with the hand. The old brush was resurrected, but after a few moments I discovered that it would not do the work, so I threw it away. At the moment a French officer came along, and seeing what I had done pointed out in a genial way my mis- take by saying: "You do not realize that the brush you have thrown away came all the way across the Atlantic." No one can say how many times that brush had been handled, recorded, requisitioned, etc., and while the brush was useless, the handle was still as good as new. There are many places in France where the brush could have been repaired, and, with the handle in- tact, it would have been fifty per cent complete to start with. Should a num- ber of other drivers do the same thing, say, for example, 144 of them, a gross of brushes would have to come all the way across the Atlantic. This space could be better used for a case of machine gun cartridges. When parts have been broken they should not be thrown away. The break- age may be due to faulty manufacture, and if the laboratories find this to be the case, the conditions can be remedied. Roadside repairs are a very fruitful field for losing tools. Before getting under way, look around, make sure that everything is in its place. In taking over a truck in France the truck and its equipment must be signed for. By equipment is meant the tools, small parts and supplies, the tarpaulin, the bows, the lamps, the fire extinguisher, the towline, the pick and shovel, and all the other equipment which is found on a unit equipment list for a truck. This list is standard and is made out in duplicate at the time the truck is put into service. The original is printed on cardboard and is kept in the truck at all M to c Theoretical Auto Engineering — Lecture II , Page 6 times. The driver is responsible for the articles checked or marked on this card, and if when the truck is turned over to another driver, anything is lost or stolen it must be paid for. No excuses are accepted and none should be given. This is made necessary by several reasons, but the main one is that equipment is too scarce and too valuable, and too difficult to replace in France. When an extra spark plug is used from the tool kit, go immediately to the company mechanic and requisition a new one. When cotter pins, nuts, bolts or valve springs or valves are used from your truck equipment immediately get supplies from the company mechanic to replace them. Equipment should never be allowed to get down under any circumstances. The supplies and tools that appear on the list are the minimum amounts necessary to keep the truck in service. Therefore the truck should never be caught short of any of these things when emergencies arise on the road away from the company park or a repair park. The same thing applies to gasoline, oils and tires. Regarding gasoline, after being handled so many times and transported across the Atlantic, there is an unusual amount of water and dirt mixed with it, so that continual vigilance is required in the filling of tanks on vehicles. Gasoline should always be strained through a piece of chamois, which will help a great deal. The strainer on the carburetor and main feed pipe from gas tank to carburetor should be continually watched, as both of these are frequently choked up with dirt and grit. It is necessary to keep close watch on the carburetor in freezing weather if there is much water in the gasoline. M TOC Theoretical Auto Engineering — Lecture III Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE III Engine lrine- We will start with the power plant. Every one of you at some time during your past has had the opportunity to see or possibly operate the old-fashioned grindstone in which the power is applied with the foot by means of a foot treadle, and with a few necessary parts, reciprocating motion is converted into rotary motion. Let us draw a sketch of this outfit on the blackboard (Plate No. 1). We have the stone which is made heavy enough to overcome the upstroke of the foot treadle, as the upstroke is not the power stroke. The grindstone is supported on an axle or a shaft mounted in bearings. At the end of the axle or shaft and at right angles to is is a small arm which is called a crank. Hence we have the familiar term, crank-shaft. The next step in the construction is the rod which connects the point of power application to the crank-shaft. This is known as the connecting rod which, incidentally, is simple enough because, as its name implies, it simply connects the two points. The speed of the stone depends upon the power applied at the treadle. Hence the conversion — reciprocating into rotary motion. For convenience, we will invert the blackboard and eliminate the frame and foot power attachment (Plate No. 2). Our next procedure will be to construct the labor saving method of power application to the connecting rod and incidentally accomplish our needs. Leaving the grindstone for a min- ute let us imagine we have an ordinary muzzle loading cannon. The first thing we have to do is to place the charge of powder in the cannon. Then we bring out the old familiar ramrod and compress the charge by ramming it into the breech. At this point we have explained two functions, one being charging and the other being compressing. For convenience, we will place the cannon on the blackboard in such a position as will permit us to utilize the power of the ex- plosion (Plate No. 3). A cast iron trunk or piston is placed on the upper end of the connecting rod so as to retain as much power as possible. Assuming ignition now to take place and allowing that the charge is not too heavy, the piston would be blown to the lower end of the cannon or the end of its stroke. The grindstone which is now assuming the role of a flywheel, stores up enough energy to bring the piston back and in so doing so exhausts the burnt charge providing that means were allowed for the exhaust. It is apparent from the foregoing talk that to convert reciprocating motion into rotary motion, there are four individual functions performed in the gasoline engine. One is the admission or the charge, the second one being compression, the third function being ignition or the power stroke, and the fourth is the exhaust. Hence, the four cycle engine. It will be well for us to memorize the nomenclature of the parts just men- tioned. Starting with the Balance or Fly Wheel, we have the Shaft which supports it. As I previously mentioned this Shaft is called the Crank-shaft, and is mounted in the Main Bearings. To the Crank Pin is fastened the lower M T oc Theoretical Auto Engineering — Lecture III Page 2 PLATE NO. 1. Arrow A indicates where power is applied, the motion being reciprocating. Arrow B indicates the conversion into rotary motion, also the direction of the wheel. MTOC Theoretical Auto Engineering — Lecture III Page 3 PLATE NO. 2. Inverted grindstone minus frame and treadle. M T o c Theoretical Auto Engineering — Lecture HI Page 4 PLATE NO. 3. Piston rings Piston Balance or fly wheel Wrist pin on or cylinder Connecting rod Crankshaft Utilizing the power of the cannon to convert reciprocating into rotary motion. M t o c Theoretical Auto Engineering— Lecture 111 p age 5 end of the Connecting Rod. The Connecting Rod, whose function is to connect the Piston to the Crank-shaft at the upper end, is, by means of the Piston Pin, fastened to the Piston. The Piston reciprocates in the cylinder. As you no doubt are familiar with the fact that we have four, six, eight and twelve cylinder motors, I may add that for every cylinder there is an extra crank on the crank-shaft, and likewise a complete piston assembly with all of its auxiliaries is required. Note to Instructor.— Answer all questions excepting those pertaining to valve or piston construction. Connecting rods are made of steel forgings. The upper connecting rod bearing is usually a bushing of hard bronze forced into the boss at the end of the connecing rod. It bears on and runs in connection with the wrist pin which passes through it, the wrist pin being case hardened steel. A connecting rod is usually equal to 2.5 times the length of the stroke. Long stroke motors have longer connecting rods than short stroke motors. The lower end of the connecting rod has a lining or bushing of Babbitt or white metal where it fits the crank pin. On light low priced engines the Babbitt metal is often poured directly into the rod end and rod cap. On higher priced cars the bushings or linings are generally removable. They may be die cast to the exact size and form. The better construction is where the bushings are bronze shells lined with a layer of high grade Babbitt not over 1/16 thick. As has already been mentioned, the upper end of the connecting rod is at- tached to the piston by means of a case hardened steel wrist pin. There are two general methods employed in attaching these two units. The connecting rod is sometimes clamped to the wrist pin and allows the wrist pin to oscilllate within the bosses of the piston, which are usually lined with bronze bushings pressed into the piston. This type is known as an "oscillating" wrist pin The other type is known as the "stationary" type; the wrist pin being securely held in position within the piston bosses by means of a set screw or other suitable device, and the oscillating motion occurs between the wrist pin and the con- necting rod upper bearing, which is also usually a bronze bushing pressed into place. Excessive wear makes it necessary to replace the piston pin and piston pin bearing Renewing of the bushings only is often insufficient as the pin is generally worn also. A shoulder on the pin can generally be felt or the wear can be detected by measuring the pin with a micrometer caliper. As a rule the connecting rod bearings and the wrist pin bearing wear more than the main engine bearings and should be examined first. Difficulty is sometimes experienced in removing piston or wrist pins This can many times be accomplished by turning down a rod that will slide freely through the bushing and then threading it. Over this is fitted a bushing slightly smaller than the hole in the piston. If the rod threaded is a standard i , i rea ' a standard nut ma y be used, and by screwing the nut down on the rod the pin may be drawn out. If the piston is aluminum a wrist pin which seems tight can be loosened by plunging the piston into boiling water, after first having removed the locking device. Removing piston pin bushings, if they are of the oscillating type, can be ac- complished by the same process as mentioned in the removing of wrist pins A reamer may also be used and the bushing reamed out, if the idea is to renew the bushing If the bushing is slotted carefully with a hack saw while the piston is held in a vise it will be easy to drive out. Removing the bushing in the upper end of the connecting rod is sometimes a difficult task. This can be successfully accomplished in several ways, the most MTOC Theoretical Auto Engineering — Lecture III Page 6 common of which is to open the jaws of a vise far enough so that the end of the connecting rod rests upon them and at the same time gives sufficient clear- ance for the bushing between as it is driven out. A bar of brass or steel of suitable diameter is used to drive the bushing out. Another way to remove a connecting rod bushing is to open the jaws of the vise wide enough to admit a piece of pipe slightly longer and larger than the bushing to be removed. They should be open wide enough to admit also the end of the connecting rod, and a steel bar, in size the diameter of the hole in the connecting rod and slightly longer than the bushing to be removed. By simply tightening the vise the bushing is forced out by the steel bar into the pipe. Lower connecting rod bushings or bearings will be treated under the subject of "Motor Bearings." The crankshaft is a solid, one piece steel forging. The pins and journals are turned to approximately the correct size with a lathe and are finished in a grinder to correct size within one thousandth of an inch. If one side of the crankshaft is heavier than the other side there will be some vibration when the engine runs at high speed, although the shaft may be in stag balance, that is, may not appear heavier on one side than on the other when placed on a pair of parallel knife edges or on a pair of ball bearings. It may tend to whip out of line slightly, when run at high speed. Each crank pin on the crankshaft tends to pull harder in its own direction, exerts heavier pressure on the bearings, and tends to pull the shaft more out of line as the speed of the engine increases. This tendency is offset in some engines by the use of counter-balances or counter-weights which are bolted or electrically welded to the crankshaft. The purpose of the crankshaft is to change the reciprocating motion of the piston to the rotary motion of the shaft and fly wheel. There is practically nothing in connection with the care of the crankshaft except to keep it properly lubricated to keep the bearings properly taken up. The subject of lubrication and bearing fitting is taken up under a separate heading. There are few repairs to the crankshaft which the ordinary mechanic can accomplish. When the engine has been taken down, the crankshaft can be measured with micrometer calipers to determine whether any of the pins or journals are worn out of round. A shaft which is worn undersized or out of round can, in the base repair unit, be put in the grinder, all the pins and jour- nals trued up to within ten-thousandths undersized or twenty-thousandths un- dersized, and new Babbitt can be fitted to the engine base, or rod and bearing out of line reamed to fit the shaft. This will be explained later. Sometimes the welding of the crankshaft is attempted. In most cases the attempt proves unsuccessful because the metal on both sides of the weld is weakened by being burned and it is almost impossible to weld a shaft so that it will be true without having a light cut taken off each bearing. If the crank is bent or sprung slightly in service it may not be visible to the eye except when the shaft is revolving between centers on a lathe with a tool or other object held stationary close to the center bearing. If it is only slightly out of true, proper fitting of the bearing is almost impossible. A shaft is sometimes straightened between centers in a heavy engine lathe or by being supported by its ends between suitable blocks under an arbor press. It is even possible to improvise a straightening process with timbers or a heavy automobile jack. Assuming that the shaft is bent, if it be sprung in the oppo- site direction with a bar, and while reld in that position the center main bear- ing is struck a sharp blow with a hammer, the bearing surface being first MTOC Theoretical Auto Engineering — Lecture III Page 7 protected by a piece of brass or other available metal, the tendency of the shaft will be to straighten. This operation should not be attempted except in a heavy engine lathe. A suitable block should be procured upon which leverage may be obtained in using the bar. This operation is repeated again and again a test being made each time the shaft is sprung. In making these tests one should not be misled by a bearing surface of the shaft that is probably worn out of round ; the test should be made at the side of the bearing where little or no wear is liable to take place. And even then it is not the best thing for the lathe. In the base plant, if the shaft is bent very badly, it would be turned down to one of several accepted, undersized dimensions. It is generally a long and tedious job, depending greatly upon chance and the ability of the operator of the bar to guess the proper amount of pressure to apply and the proper place to apply it. Where there is a machine shop in connection with the auto repair shop, the straightening of bent crankshafts would come under its routine work. The crankcase may be used as a fixture for testing the alignment of the main bearings of the crankshaft with little difficulty. The case is placed on the bench and a strip of pasteboard about 1/64 of an inch thick placed beneath the front and rear bearings of the crankshaft. By these the shaft is raised from the center bearing and side play prevented. A pointer is then clamped on the side of the case at the center bearing, and by turning the shaft the amount it is out of true is determined. This method is quicker than testing in a lathe and can be used to advantage when without machine shop facilities. A scored crankshaft. When the engine has been disassembled the crank- shaft should be examined. If any rings or ridges can be seen or felt, the crank- shaft should be held in a vise between grooved wooden blocks and carefully "emery clothed." To do this properly, some fine emery cloth should be torn into strips about 1% inches wide and well oiled and the crank rubbed Emery tape is better for this work when obtainable. If the emery cloth completely encircles the shaft, and a long steady movement be imparted to it, there will be no tendency to make the shaft oval. It may be found that a crank pin is not only scored, but on testing it with calipers it is found out of true, i.e., not perfectly circular. The usual and best plan is to have the shaft ground true on a special grinder, but this may not always be possible, owing to the lack of facilities. The best alternative is to first file the untrue parts of the shaft with a very smooth file to as accurate a circular shape as is possible, testing frequently with calipers. A lead "lap" is then made in a set of clamps or an old rod and bored out to size to fit the crank pin. Paper or card shims are inserted between the two halves of the "lap" so that the halves can be gradually closed down by the bolts onto the crankshaft. The "lap" is dressed with fine emery and oil and worked around the crank pin by hand until a good surface is obtained. The flywheel of an internal combustion engine is made of cast iron or semi- steel. Some manufacturers of high speed motors encircle the flywheel with a steel band to eliminate the possibility of it "throwing" to pieces at high speed due to centrifugal force. In an automobile engine the pressure that operates from the combustion acts only on one side of the piston forcing it to slide only one way. After being forced downward, the piston must be brought upward again and this is done by the flywheel, which is attached to the end of the crankshaft. When once started the flywheel continues to revolve until friction or some other resistance stops it; but before this can happen, the pressure is again exerted, keeping it going. The flywheel being attached to the crankshaft, they re- M T O C Theoretical Auto Engineering — Lecture 111 Page 8 volve together, and because the piston is connected to the crankshaft by the connecting rod, it moves with them. The piston moves downward by pres- sure, starts the crankshaft and flywheel, and then the flywheel in continuing to revolve, moves the crankshaft and piston. Because a gasoline engine does not operate with a continuous pressure, during its action the piston first moves the crankshaft and flywheel, and then the crankshaft and flywheel move the piston. The fitting of the crankshaft to the flywheel. It is essential that the flange of the crankshaft and the depression in the flywheel to receive it, be machined to fit perfectly. If there is any variation in these two diameters, the bolts which hold these two units together will soon loosen and a pound or knock will result. The proper machining is taken care of by the manufacturer and it is seldom that this condition arises. However, such a knock sounds very much the same as the pound of a crankshaft main bearing. Cutting teeth around the outside diameter of the flywheel into which the pinion of the electrical starting device may mesh, has become a popular prac- tice among manufacturers using electrical starting equipment. Sometimes the teeth are cut into the large ring gear which is bolted to the flywheel. On nearly all automobile engine flywheels, markings will appear on the circumference surface of the flywheel, which indicate the position the crank- shaft is to be placed for correct setting of the valves. These markings are different on nearly every make of car and the manufacturer's instructions pertaining to them must be followed. A cooling system is necessary for the proper working of a gasoline engine, because otherwise the very high temperature produced by the combustion of the gases in the cylinder would make the piston and cylinder red hot. This would, of course, destroy the lubrication and cause the pistons to freeze, and would cause ignition of the mixture of fuel and air as soon as it entered the cylinder, or at least before the end of the compression stroke. This is avoided by providing a cooling system, which consists of water jackets in which the water circulates about the cylinder wall and valves, a radiator for cooling the heated water, and some means of circulating the water through the system. Engine cylinders are sometimes cooled by air, particularly on motorcycle and light weight revolving cylinder airplane engines. Practically all trucks and cars used by the United States Army are water cooled. Water cooling systems are divided into two classes, the forced circulation and the thermosyphon circulation. The latter is seldom used on trucks. In the thermosyphon system the water which becomes heated in the jackets sur- rounding the cylinders, since it is lighter than the cold water in the radiator, flows upward into the top of the radiator, and is replaced by cold water which flows from the bottom of the radiator into the jackets. This is exactly the same principle as is employed in circulating water from the back of a stove to the water tank in the hot water system in the kitchen. In the force system a pump, which may be driven by gear, chain or belt, draws the water from the bottom of the radiator and forces is through the water jackets around the cylinders and out into the top of the radiator. Where it flows down through the radiator it is cooled before reaching the pump again to travel the same path. A fan, which is generally belt driven, is pro- vided to draw the air through the radiator and is necessary to secure sufficient cooling, especially when the truck or car is driven with the wind or when it is operated in low gear. Proper temperature of cylinders has much to do with efficiency and smooth- ness of engine operation. If the cylinders are too hot, the engine will pound M TOC Theoretical Auto Engineering — Lecture III Page 9 and the lubrication will not be satisfactory. If the engine is too cold the fuel economy will generally be poor and the engine will not operate smoothly. If the temperature of the water is kept as high as possible without the danger of boiling, better economy and smoother running will result. If, after the engine has made a long, hard pull, the radiator is so cool the hand may be placed on top of it without discomfort, it is almost a certain indication that fuel is being wasted. The motometer or radiator-thei'mometer is used to indicate the radiator temperature, and its purpose is to prevent serious trouble bv informing the driver that the water is boiling or that the water is too cool for efficient operation. A device known as a thermostat is sometimes provided for regulating the temperature of water which circulates around the cylinders. It prevents the water from flowing through the radiator and becoming cooled until the de- sired temperature has been reached, which it maintains. Sometimes a per- manent shutter arrangement or simply a curtain or piece of cardboard is used to cover a portion of the radiator and prevent over-cooling of the engine in cold weather. The radiator for a truck may be of either honey-comb or tubular construc- tion. The cellular or honey-comb radiator is composed of a great number of cells through which the air is drawn by the fan or passed through due to the speed of the machine. The construction of a honey-comb radiator is rather delicate, and when such a radiator is used on a truck it is generally supported on special springs to relieve it of part of the road vibration and some of the twisting action to which it would be subjected if rigidly bolted to the frame. Tubular radiators may be made with a great number of vertical tubes pro- vided with a series of continuous horizontal fins to increase the cooling effect, or each tube may have independent fins. Recently a great number of truck manufacturers have adopted radiators built with removable top and bottom plates to permit easy inspection, clean- ing and repair. Care should always be taken to avoid filling the radiator with water which contains too much lime or scale forming matter. Water which produces a thick deposit of lime in a tea kettle will do the same in the water jackets and probably in the radiator. The stuffing boxes or glands on the water pump should be kept properly adjusted, that is, just tight enough to prevent leakage. The grease cups for lubricating the pump shaft should be given proper attention faithfully every day. Boiling of the radiator is an indication of some form of trouble. This trouble may be due to a great many causes outside of the cooling system. Driving with the spark lever in retarded position (or with the spark advance rod disconnected), or prolonged driving in low gear will generally cause boiling. A mixture entirely too l'ich or entirely too lean may be the cause of boiling. A loose fan belt, a broken paddle wheel in the water pump, or an insufficient supply of water in the radiator might also cause boiling. Ob- structed exhaust pipe, a dirty muffler, improper valve timing, may also have the same effect. In zero weather over heating is generally the result of frozen radiator, frozen water pipes, or inoperative water pump. As for cooling system troubles, the majority of them can be warded off if a certain amount of care is exercised in operating the car. However, it will be well for us to refresh our minds with the most im- portant troubles concerning radiation. Starting with the radiator, the fre- quent trouble is the leak, and, depending upon the time element, also the amount of damage, it can be repaired in the following manner: mt oc Theoretical Auto Engineering — Lecture III Page 10 If it is a slight leak the tube can be closed by a pair of pliers; if the seams of the tube open, it will require a section for a new tube. The most important repair work in connection with radiators is soldering and one must be quite an expert to make a satisfactory repair. On the Class "B" Military Truck, if the tubes leak the cast iron header is removed and the tubes are flanged so they will conform with their seat in the shell casting. In repairing the radiator as I previously mentioned, it depends entirely upon the nature of the repair; for instance, I have had occasion to use small, white pine plugs, inserting them in the section, and when they became water-soaked they ex- panded and choked the leak. In this manner entire sections can be blocked off making a very substantial temporary repair. Next to the radiator, hose connections at times are troublesome- Emerg- ency repairs, such as taping the manifold, and then giving it a coat of shellac, down to replacing the hose, do not require very much consideration, as it does not need skilled mechanics to do this any more than to say that these connections should be thoroughly inspected quite regularly. In the water pump we sometimes meet with such repairs as broken im- pellers or gears, sheered shafts and stripped packing gland nuts. In former cases the shaft gear or impeller must be replaced and its indication is a very hot motor with a remarkably cool radiator, but where the stuffing box nut is damaged it can be temporarily repaired by peening. Should the packing gland require new packing, the nuts are simply backed off, the packing placed around the shaft, so that the packing is wrapped in the same direction that the nut is turned when replaced and tightened up. As we have already men- tioned, the tightening of this nut should be just enough to stop the leak. Briefly, we have outlined the general troubles, and the shop practice on this subject will enable you to make these repairs. The purpose of the carburetor is to supply a mixture of a finely atomized spray or a vapor of gasoline (or other suitable fuel), and air, in the proper proportion to burn in the cylinder of the engine. Since this mixture must have definite proportions of fuel and air to burn completely, the carburetor must maintain the proper quality at all times. Too large a proportion of gasoline will result in the escape of some unburned fuel and in the deposit of a small amount of unburned carbon in the cylinder. Too large a proportion of air, on the other hand, will result in some loss of power because the explo- sions will be weaker. The mixture of about 15 parts of air to one of gasoline by weight, is correct for complete combustion, and should give maximum power. A somewhat leaner mixture will give better economy, but at the same time will give noticeable loss of power. Since it is impracticable to weigh the mixture of fuel and air, the operator adjusts the car- buretor according to the behavior of the en- gine. Figure 1 of this lecture represents some of the parts of a very simple carburetor. The gasoline from the tank flows through the fuel line through a screen or strainer past the float needle into the float chamber. When the gasoline raises the float to a certain height in the float chamber, the float, by means of a suitable lever or arrangement of levers, closes Fig. 1. the needle valve and prevents the entrance of more gasoline until some has been used. ^ m i i i n i \q M T OC Theoretical Auto Engineering — Lecture III Page 11 As the pistons travel downward in the cylinder on their suction strokes, the air which enters the bottom of the carburetor is drawn through the mixing chamber past the spray nozzle at a velocity so high that it sucks up a spray of gasoline from the tip of the spray nozzle. In the carburetor shown the mixing chamber is smaller than the main body of the carburetor so that air will pass through at a high velocity, even when the throttle is nearly closed and the engine is running slowly. The size of the opening in the tip of the nozzle can be adjusted by screwing the needle valve up or down to regulate the proportion of fuel to air. The throttle can be opened or closed to regu- late the quantity of charge drawn into the cylinders. If an engine fitted with this carburetor is primed, started and warmed up, and the throttle is nearly closed in an effort to make the engine run slowly the quality of the mixture, or the proportion of fuel to air can be adjusted by screwing the needle valve up or down. If the needle valve is screwed down too far the engine will miss and "pop back" and if it is set too lean will prob- ably die out entirely. This popping or back-firing takes place because a very lean mixture burns so slowly that there is fire in the cylinder when the fresh charge comes in at the beginning of the next suction stroke. If the needle valve is opened more the engine will run smoothly when the proportion of fuel to air is somewhere near correct. When it is opened still wider the mix- ture becomes too rich and the engine runs at a slower speed ; if it becomes still richer, the engine will misfire and race or lope with sooty black smoke issuing from the exhaust pipe and if the priming cup is open the issuing flame will be yellow instead of blue or purple. If, after the needle valve has been adjusted to give the best quality of mix- ture, with the throttle nearly closed and the engine running slowly, the throttle is opened wide to make the engine run faster or pull a greater load, a larger volume of air will pass through the throat of the venturi tube or mixing cham- ber with very much higher velocity and the quality of the mixture will become entirely too rich. If, on the other hand, after the needle valve has been ad- justed to secure the best possible qualities of mixture when the engine is running fast and the throttle is wide open, the throttle is closed to make the engine run slowly, the mixture becomes entirely too lean and the engine dies out. M TOC Theoretical Auto Engineering — Lecture IV Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE IV Chassis Construction THROTTLE LEVER SPARK LEVER DASH LIGHT IGNITION SWITCH TROUBLE LAMP SOCKET LIGHTING SWITCH AMMETER HAND BRAKE LEVER GEAR SHIFT LEVER GASOLINE TANK CLUTCH PEDAL FOOT BRAKE PEDAL ACCELERATOR CLUTCH BEARING OIL CUP OPERATING CONTROLS «TOC Theoretical Auto Engineering — Lecture IV Page 2 Muffler. — It may be necessary occa- sionally to remove the muffler for a thorough cleaning if it becomes clog- ged up with carbon so as to cause back pressure and loss of power. A satisfactory temporary remedy, how- ever, can be effected by tapping it all over with a mallet, which will knock loose much of the sooty accumulation so it can be blown out the tail pipe. MUFFLER SCREEN- SHUTTER FOR COLD WEATHER DRAIN COCK Radiator M TOC Theoretical Auto Engineering — Lecture IV Page 3 Fan MTOC Theoretical Auto Engineering — Lecture IV Page 4 M TOC Theoretical Auto Engineering — Lecture IV Page 5 g3 EJOQ _,as U CO S3 5*2 M TOC Theoretical Auto Engineering — Lecture IV Page 6 CARBURETOR FILTER. GASOLINE SYSTEM M TO C Theoretical Auto Engineering — Lecture IV Page 7 ujn-Eoo <=» ua ■3 as —3 C_) uj wa SB u SCO UJ « UJ QQSZ CO ad c_> 2 O 2 < M TOC Theoretical Auto Engineering — Lecture IV Page 8 THROWOUT n SHAFT OILER Clutch Section CLUTCH BRAKl GREASE RETAINING FELT WASHER THRUST BEARING REAR BEARING GREASE CUP Clutch Housing and Throwout MTOC Theoretical Auto Engineering — Lecture IV Page 9 MTO C Theoretical Auto Engineering — Lecture IV Page 10 B= => -J X < Z o OS M TOC Theoretical Auto Engineering — Lecture IV Page 11 FILLING PLUG DRAIN PLUG LOCKING LUG PACKING GLAND ORM SHAFT BEARING ADJUSTMENT DIFFERENTIAL AND WORM GEARING SPRING CLIP Rear Spring REBOUND CLIP rlLUNGl plug r OIL PASSAGE FRONT HANGER REAR HANGER M T OC Theoretical Auto Engineering — Lecture /V Page 12 OH PLUG OIL RESERVOIR AND WICK FEE SHIMS FOR END PLAY ADJUSTMENT GREASE PLUG STEERING GEAR MTOC Theoretical Auto Engineering — Lecture IV Page 13 SPRING CUP REBOUND CUP FRONT SPRING FRONT HANGER Rumcl PLUG J Jon ""JRESERVOIF. REAR HANGER M TOC Theoretical Auto Engineering — Lecture IV Page 14 MTOC Theoretical Auto Engineering — Lecture IV Page 15 H SPEED ADJUSTMENT CHOKE VALVE- LOW SPEED ADJUSTMENT Stromberg Carburetor M TO C Theoretical Auto Engineering — Lecture IV Page 16 LOW SPEED ADJUSTMENT Zenith Carburetor MTOC Theoretical Auto Engineering — Lecture IV Page 17 % u OS MTOC Theoretical Auto Engineering — Lecture IV Page 18 Brakes There is no part of a truck more neglected by the average driver than the brakes. They are of the utmost importance, however, and there should be no disregard of the precautions necessary to insure their dependable condition at all times. Under ordinary usage the brakes do not require any particular attention other than regular oiling of the connections and turning down the grease cups provided for the brake-shaft bearings. Both sets of brakes are equalized, but this does not mean that, whether the brake be properly adjusted or not, the action will be the same for either wheel. On the contrary, it is important to see that the brake-shoe clearance is kept uniform for both wheels. BRAKE CLEAR- ] ^ /^-frm ANCE ADJUSTMENT 1 HAND BRAKE FOOT BRAKE LINK TOGGLE ADJUSTMENT SHAFT LINK TOGGLE ADJUSTMENT. JBRAKE CLEAR- LANCE ADJUSTMENT BRAKES Brake Adjustment. — It is very important when brake adjustments are made to take care not to get them so tight that they will drag, as a dragging brake not only gets hot and wears out rapidly, but also absorbs considerable power. With both wheels jacked up and both brakes completely off adjust the brake shoe so it has a clearance of 0.010 inch all the way around the brake drum, then adjust the toggles so that when the brake is pulled up tight the pin connecting both toggles to the lever will lack 2 inches of coming in the line of the pins at the brake-shoe ends of the toggles. Set the lever to which pull rod attaches about 15° back of center, so that when brake is applied it will be pulled up straight. Transmission To keep the transmission in continual good working order and minimize wear in its parts, it is necessary, first, to keep it filled with the proper lubricant, M TOC Theoretical Auto Engineering — Lecture IV Page 19 and second, to master the art of slipping from one speed to another without clashing the gears, which may result in chipping the teeth. If you are careful in shifting gears, the transmission will require no me- chanical adjustment and the only attention necessary will be to drain and refill the case with fresh lubricant after the first 1,000 miles and every 5,000 miles thereafter. Small metallic particles are worn off the gear teeth and this grit, which is destructive to the gears and bearings, mixes with the lubricant, making it necessary to always remove the oil as above. After draining the case, flush it out with kerosene to make sure that all the gritty oil is out of the bearings. The case should then be filled to the level of the filling spout on the left side with 600-W steam-engine cylinder oil. In replacing the cap be sure to fasten firmly and be very careful not to let any dirt get into the housing. Universal Joints There are two universal joints between the clutch and transmission and two on the propeller shaft between the transmission and rear axle. All joints are inclosed in a housing and packed with heavy oil such as 600-W steam oil or Writmore's compound. Every 1,000 miles remove the plugs in the side of the cases and force the lubricant in with an oil gun. Front Axle Inspect the front axle and steering connections daily for looseness and wear. Looseness in the steering cross tube and the steering-gear connecting tube must be taken up immediately. On trucks equipped with grease cups at these points the grease cups must be turned down every day until the grease oozes from the joints. Where wick-feed oil cups of large capacity are supplied, daily lubrication is not necessary, but they must be kept well filled with oil at all times. Pivot-Axle Adjustment. — To provide for taking up vertical play in the steering knuckles, the washers at the bottom may be removed and replaced with slightly thicker ones. There are three thicknesses of these washers with 0.020 inch difference between them. Steering Gear Remove the plug in the steering-gear housing every 1,000 miles and force in grease with a grease gun. The plug in the top of the steering column should be taken out every 250 miles and engine oil forced down with an oil gun. The steering gear can be adjusted for wear, but all lost motion apparent in the handwheel is not necessarily due to the steering gear and before changing the adjustment of the steering gear it is advisable to examine all the steering connections and make sure that the lost motion is not due to looseness of these parts. Adjustment. — Two shims where the steering column bolts onto the steering- gear housing provide a means of taking up end play of the worm shaft. Do not under any consideration tighten up the steering-gear adjustment to a point where the wheel turns hard. A tremendous pressure can be placed upon the steering gear by too close an adjustment, which will bind the working parts, cause excessive wear, and make steering difficult. The ball-thrust bearing is M to C Theoretical Auto Engineering — Lecture IV Page 20 especially apt to be seriously damaged or even broken if the steering gear is adjusted too tightly. When the worm gearing is badly worn, remove the steering arm and turn the steering wheel until the worm wheel has made a quarter revolution, bring- ing into use a new and unworn segment of the worm wheel, then replace arm. Bearings The wheel bearings should be greased every 1,000 miles and the hubs cleaned out and packed with fresh grease every 5,000 miles. When removing the wheels or adjusting the bearings, remember that the nuts holding on the wheels on the right side of the truck are right-hand nuts, while those on the left side have left-hand threads. Bearing Adjustment. — Both front and rear wheels run on tapered roller bearings and great care must be exercised not to get them too tight. These bearings will revolve even when adjusted very tightly, but this is sure to damage the bearings and may ruin them in a few miles. The best method is to set the bearing up tight and then revolve the wheel a few times by hand, which overcomes any tendency to "back-lash." Then back of the adjusting nut about one-sixth of a turn, so that by grasping the opposite sides of the tire you begin to feel a very slight shake in the wheel. There should be a barely perceptible looseness. If, after you have adjusted a bearing to a point that is apparently correct, the locking device can not be placed in position without changing the adjustment, it is far better to loosen the nut until it can be secured with the locking device than to tighten the bearing adjustment. Wheels Keep the bolts through the hub flanges (on wood wheels) tightened up at times. A wheel will go to pieces rapidly if these bolts become loose. The bolts attaching the brake drums to the rear wheels should also be inspected occasionally for looseness. Wheel Alignment. — The front wheels may be thrown out of alignment by striking some heavy obstruction in the road. This not only makes steering more difficult, but is also hard on tires and bearings and the wheel itself. The front wheels should "toe in" slightly. A difference of % to % inch between the front and rear of the rims when the wheels are straight ahead is correct. Clutch Adjustment. — When the clutch is engaged the pedal, if it is properly ad- justed, will have at least V z inch of clearance from the under side of the floor board. If the pedal is allowed to touch the under side of the floor board the CLUTCH PEDAL ADJUSTMENT effect will be the same as when driving with your foot resting on the pedal; the clutch will slip and the thrust bearing in the throw-out yoke will suffer. The connecting link between the pedal and clutch throw out is provided with M TOC Theoretical Auto Engineering — Lecture IV Page 21 an adjustment by which the proper clearance between the pedal and foot boards can be maintained. This is the only adjustment necessary as the springs automatically take up the wear on the clutch surface. Lubrication. — There are three places to lubricate the clutch, all of which must be attended to daily: 1. The oiler coming up beside the hand levers lubricates the thrust bear- ing of the clutch throw-out. 2. The throw-out shaft is oiled through the cup on the left side of housing where throw-out shaft enters. 3. The grease cup placed at the rear of the housing lubricates the ball bearing at this end of the clutch and must not be neglected although it is not very accessible. The clutch plates need no lubrication. It is absolutely necessary to oil clutch bearings every day. Clutch Brake. — The clutch is provided with a brake which is brought into action when the clutch pedal is pushed clear down. This slows down the clutch and makes it easier to shift from a lower speed to a higher. When coasting with the clutch disengaged, avoid holding the pedal down hard as this will quickly wear out the facing of the clutch brake. Replacing Oil Pan. — Inspect the gaskets and replace if necessary, making sure the surfaces of oil pan and crank case are clean and smooth and free from dried shellac or portions of the old gasket. A felt gasket is placed at the bottom of the sump to prevent the funnel fastened to the steel plate from rattling. See that this felt washer is kept in position when as- sembling. Place blocking or a jack under the oil pan to hold it in place while fastening, but do not put any pressure under it. In bolting the oil pan in place, do not draw one nut up tight and then the next, but tighten them all up evenly and a little at a time. Adjustment of Valve Tappets. — Always use two wrenches when tightening or loos- ening lock nuts on valve tappets to prevent shearing the pin and twisting the tappet in its guide. The valve tappets should be ad- justed when the engine is warm. Use a gauge and do not guess at the clearance between the tappet and the valve stem. Be sure that the engine is turned so that the cam is not lifting the tappet you are adjusting above its lowest point. Adjust inlet-valve clearances to a uniform 0.004 inch and exhaust valves to a gap of 0.006 inch. Grinding Valves.— The valves are of tungsten steel and do not require grind- ing frequently. Usually once every 5,000 miles is sufficient. Do not use too harsh an abrasive. Any good commercial valve grinding compound will be satisfactory. If none is obtainable, flour of emery No. 120 grade, mixed with FRONT GEAR CASE COVER OIL RELIEF VALVE M TOC Theoretical Auto Engineering — Lecture IV Page 22 kerosene until it forms a very thin paste, will do. Apply pressure lightly and always directly from above, or valve seat will both be worn out of round. Keep the cutting material out of cylinders and wash valve parts and guides thoroughly with kerosene after the valves are ground. Replacing Cylinder Heads.— Make sure that gasket is in good condition or replaced by a new one, if defective. Tighten the nuts up evenly and a little at a time. Before refilling cooling system, start the engine and allow it to run just long enough to get hot. It will then be possible to draw the nuts up tighter. Gaskets. — See that all joints with gaskets are kept tight, otherwise they will blow out and leak. When separating joints having gaskets, be especially care- ful not to damage the gaskets and always make sure that the gasket is in perfect condition or replaced by a new one, if defective, before reassembling. Cleaning Out Carbon. — Removing the cylinder heads to grind the valves affords an excellent opportunity for cleaning out any carbon deposits which may have accumulated. Carefully scrape off the carbon from all parts, brush the surface clean, and finally wash with kerosene. Dosing the engine with kerosene or patent carbon removers does not re- move carbon. Kerosene run through the engine by way of the carburetor just before grinding valves and scraping carbon will free up the piston rings. The lubricating oil must in this case be changed because of diluting with kerosene. Cooling System The Radiator.— The radiator should be kept nearly filled with clean water as free as possible from lime and other impurities. In filling the radiator keep the screen in place in the filler opening to prevent foreign matter from getting into the system. Avoid pouring cold water into a hot and nearly empty cooling system. Engine should first be allowed to cool. Carburetor and Gasoline System Carburetor. — Adjustment of the carburetor is rarely necessary, and before changing any of its adjustments be sure that there are no obstructions in the gasoline line, or dirt or water in the carburetor, that manifold connections are absolutely tight and free from air and leaks, that valves and valve stems do not leak, and that there is good compression and a hot spark in all cylin- ders. The only things which justify a readjustment of the carburetor are: Extreme change in weather conditions, extreme change in altitude, or the use of an entirely different grade of fuel. If the mixture is too rich, it will be indicated by black smoke discharged from the exhaust accompanied by a strong smell. The engine will be sluggish and slow to accelerate and have a tendency to overheat. Before changing the carburetor adjustment see if the air choke is not partially closed. A lean mixture is indicated by backfiring in the carburetor especially when the motor is running slowly and the throttle opened suddenly; also by firing in the muffler when descending hills with the clutch engaged and by a lack of power and missing, especially at low speeds. This may be due simply to the fact that the engine is too cold. Never attempt to adjust the carburetor unless the engine is well warmed up. Adjustment of Stromberg Carburetor.— To set the high-speed adjustment, advance the spark to the position for normal running and open the throttle MTOC Theoretical Auto Engineering — Lecture IV Page 23 to give a motor speed of approximately 750 revolutions per minute. Then turn down on the high-speed screw gradually, a notch at a time, until the en- gine begins to slow down. Then turn up the same screw until the engine runs at the highest rate of speed for that throttle opening. To adjust the low-speed screw retard the spark fully and close the throttle as far as possible without causing the engine to stop. If when idling the motor tends to roll or "load" it is an indication that the mixture is too rich and therefore the low-speed adjusting screw should be turned out, permitting the entrance of more air into the idling mixture. The low-speed adjustment is best made by turning the screw in or out a notch at a time and carefully observing the smoothness with which the engine idles. After satisfactory adjustments have been made with the engine running idle, it is most important and advisable to take the truck out on the road for further observation and finer adjustment. If upon rather sudden opening of the throttle the engine backfires, the high-speed adjusting screw should be opened one notch at a time until the tendency to backfire ceases. On the other hand, if when running along with open throttle the engine "rolls" or "loads" the mixture is too i*ich and the high-speed screw must be turned down a few notches. Always set the adjustment for the leanest mixture on which the engine will run satisfactorily. This will not only save gasoline but will help to pre- vent carbon deposits, dirty spark plugs, pitted valves, and overheating. Adjustment of Zenith Carburetor. — The low-speed adjustment is made the same way as with the Stromberg carburetor. Turning in the screw restricts the air entrance and gives a richer mixture. There is no high-speed adjust- ment for the Zenith carburetor, as this is determined by the size of the jets and air passages when the carburetor is made and can not be changed without installing new parts of different size. Adjustment of U. S. A. Standardized Carburetor. — Although slightly differ- ent in construction, the directions for adjusting the Zenith also apply to the standardized carburetor, the idling mixture only being adjustable. This is regulated by manipulating the low-speed adjusting screw, as directed in the instructions for the Zenith carburetor. Gasoline System. — The main gasoline supply is carried in the large tank on the dash. A reserve supply is carried in the tank under the seat, but as the reserve tank is not piped to the carburetor, its contents must be transferred to the dash tank in order to be used. Never fill the tanks while the engine is running. When filling the gasoline tanks be careful of open lights, because gasoline vapor travels. Strain the gasoline, if possible, to separate all dirt and water which it may contain. Little particles of dirt may cause a great annoyance by getting into the carburetor, and even a small amount of water is sufficient to cause serious carburetor trouble, and if allowed to accumulate in sufficient quantities in cold weather may cut off the supply altogether by freezing in the pipe line or the small passages of the carburetor. The drain cock in the trap under the gasoline tank should be opened for an instant every 250 miles to let out any foreign matter. Remove the plug in bottom of filter under the float chamber occasionally to drain the carburetor and gasoline line. The screen should be removed and cleaned. The supply of gasoline should be shut off at the tank whenever the truck is stopped for any length of time. MTOC Theoretical Auto Engineering — Lecture IV Page 24 : Springs and Shackles Keep the spring clips tight. They must be examined daily. The wear be- tween the leaves of the springs, especially when new, loosen the clips. Spring breakage is much more likely to occur if the spring is not held firmly to its seat. Inspect the rebound clips frequently also and tighten or replace them if necessary. These precautions are easily taken and will much prolong the life of the springs. Every 5,000 miles jack up the frame of the truck to take the weight off the springs, remove the rebound clips, and, separating the leaves with a chisel or screw driver, lubricate between the leaves with a mixture of graphite and oil. Tires The following points should be kept in mind in order to get the maximum service out of the tires: 1. Overloading and overspeeding causes excessive tire expense. Over- work takes the "life" out of rubber. 2. Remove oil and grease from the tires, as it decays the rubber. 3. Keep the tires from excessive heat. It destroys the wear-resisting quality of rubber. 4. Always get the truck under way before turning the steering wheel, or the fastenings of the tires will be strained. 5. Start and stop gradually. Sudden stops and starts are bad for the whole truck, but particularly hard on the tires. 6. Running along the street-car rails grinds down the edges of the tires. 7. Pick your way on the road, avoiding obstacles and road irregularities. 8. When storing the truck for any length of time, jack up the wheels to relieve the pressure on the tires. Shifting Gears. — The 4-speed selective transmission is of the usual type and it is of course necessary to disengage the clutch before attempting to place any of the gears in mesh or shift from one speed to another. The position of the lever to engage the various speeds is indicated by the numbers on the gear shift lever quadrant. When starting the truck, if the first speed gears do not slip into mesh easily, do not try and force them. Let the clutch in until the gears are rotated slightly and try again. Changing from a low speed to a higher requires that the engine be slowed down during the time the clutch is out and before engaging the next higher gear. A short pause in neutral before shifting into the higher gear allows the clutch to slow down, so that the gears will slip in quietly. In changing from a higher gear to a lower, disengage the clutch and, shift- ing to neutral, allow the clutch to engage for an instant, at the same time quickly speeding up the engine; then release the clutch again and engage the lower gear. When road or traffic conditions necessitate shifting to a lower gear, always shift soon enough and to a low enough gear to prevent the engine laboring. M TO C Theoretical Auto Engineering — Lecture IV Page 25 Never attempt to engage the reverse before the truck has come to a dead stop. Not only would gear stripping be very likely to result, but there would be a heavy strain thrown upon other parts of the chassis. The Pump. — The packing glands will need tightening up occasionally to pre- vent leakage. The gland nut on the forward side of the pump has a right- hand thread while the one on the rear has a left-hand thread; hence both nuts are turned in the direction in which the shaft rotates to tighten them up. A slight pressure is all that is necessary to prevent leakage. If screwed up .too tightly, the pump spindle will not revolve freely and the packing will be worn unduly. A few drops of oil on the gland nuts will keep them lubricated and permit of easy adjustment. Use candle wicking soaked with white lead for packing or any good standard packing and always remove the old material from the gland before applying the new packing. Lubrication of Pump. — Grease cups on pump must be kept filled with hard grease and turned down daily not only to lubricate the bearings but also to preserve the packing and prevent leakage. The Fan. — Remove the plug in fan hub every 250 miles and oil the fan bear- ings. Every 5,000 miles, dismount the fan, clean out hub and bearings and pack with fresh grease. Fan Belt. — If too loose the fan belt will slip; if too tight the belt will not last long and needless wear on the fan bearings will follow. Maintain just suffi- cient tension on the fan belt to prevent slipping. MTOC Theoretical Anto Engineering — Lecture V Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE V Lubrication The purpose of lubrication is to reduce friction. Friction is the force which retards the movement of one surface upon another. Wherever two materials are rubbed together, the friction between them generates heat. This idea is made a little clearer when it is remembered that the Indians used to rub two sticks together until the friction generated enough heat to cause the sticks to take fire. The same idea applies to metals. No matter how smooth a piece of metal may appear to the unaided eye, if looked at through a micro- scope, it will appear as rough as a file. Naturally, the smoother or more polished the metal is, the less friction will be caused; but no matter how "finished" the metal, friction, heat and wear will take place, unless some lubri- cant is used to prevent it. When a lubricant, as oil or grease, is placed between two metals, it fills all the microscopic depressions, and makes a smooth film between them. Theo- retically, therefore, two moving metal parts between which there is a film of oil, will not touch each other but will be prevented from actual contact and the resultant wear by the film of oil or other lubricant. The more rapid the movement of the parts, or the greater the pressure, the more lubricant is required. A bearing in which a shaft is turning at a constant speed demands a constant supply of oil, which must be fed to it regularly as required. All moving parts of an automobile must be lubricated. The faster moving parts are subjected to greater heat than the others, and the form of lubrication must vary to suit the needs of those different conditions. In the gasoline engine, the parts move at very high speed. The heat thus generated added to the heat of the explosions, conducted through the metal, results in a high temperature. These parts, therefore, must be supplied with a pereptual bath of oil while in operation. Various systems are used for supplying the parts of the engine with a plen- tiful supply of oil. These systems may be classified under main headings, namely, Splash systems and Force Feed systems. The "Simple Splash" sys- tem is obsolete, but will be described as it is the foundation of the circulating splash system. Simple Splash System. — In this system, the crankcase is filled with oil to such a depth that the bottom end of the connecting rod dips into the oil as it revolves, and splashes the oil to all parts of the crankcase bearings, and the fine spray or "oil-fog" caused by the lower part of the pistons when they are at the bottom of their stroke, is carried up into the cylinders. Thus the entire motor is lubricated by the splash created by the impact of the connecting rod bearings against the oil. As the oil in the crankcase is used up, more must be added to maintain the proper level. This may be accomplished by pumping it to the crankcase from MTOC Theoretical Auto Engineering — Lecture V Page 2 PLATE NO. 1. LECTURE NO. 5. Sight Feed J Oil Level Indicator Oil Level Cork Float Oil Sump Drain Cock Circulating splash oiling system, mto c Theoretical Auto Engineering — Lecture V Page 3 a supply tank by a hand pump or by pouring oil into the breather pipe (open- ing in crankcase). While the simple splash system is quite satisfactory when the engine is level, the great drawback of this system is, that if the motor is inclined, as when the car is going up or down hill, the oil runs to one end of the crank- case or the other, so that there is no oil at the opposite end. Consequently the cylinder and bearings at one end get an over supply of oil, and those at the other, none, causing them to run dry and burn or seize, if the engine is in an inclined position for too long a time. This condition can be somewhat overcome by dividing the crankcase vertically by "baffle-plates," although this scheme only partly remedies the difficulty. On account of this danger, that all of the bearings will not get a sufficient supply of oil all the time, the simple splash system is now never used on automobiles. Circulating Splash (Pump Over). — This is a system which works on the same principle as the simple splash, but has improvements which overcome the disadvantages of the latter, and provide a constant supply of oil for all the connecting rod "scoops." "Oil-scoops" are usually attached to the connecting rod bearing to assist in splashing the oil. These consist of a small piece of pipe about an inch long, which is threaded and screwed into the lower bearing cup. One side of the pipe is cut away, so that it has the appearance of a sugar-scoop. The lower crankcase in this system is divided by an oil "pan," which has depressions, or troughs so arranged that when the pan is placed in the crankcase, these troughs come directly under the connecting rod bearings. A supply of oil is held in the crankcase space beneath this pan. This lower space is called the "Sump" of the motor. An oil pump is used to draw the oil from the sump through pipes to the main crankshaft bearings. As it over- flows from these bearings, it is thrown against the sides of the crankcase by the centrifugal force of the revolving crankshaft. Oil "gutters" on the sides of the crankcase, lead the oil down to all the troughs, under the connecting rods, which splash it to all parts of the motor as in the simple splash system. The main improvement of this system over the simple splash is that the troughs under the connecting rods will always have oil flowing into them at all times, no matter at what angle the motor may be, and a constant level of oil for each connecting rod "scoop" is assured. Holes in the "pan" allow the oil to return to the sump. The pumps are usually either of the "gear type" or the "plunger type." The gear pump consists of two spur gears which are "in mesh" with each other, and are turned by a shaft and spiral or bevel gears from the camshaft. As two spur gears turn in a close fitting housing the oil is carried by their teeth. The plunger pump is usually operated by an eccentric on the cam- shaft, which makes the plunger go up and down. This pump may be regu- lated by adjusting the length of the plunger, so that it will have a longer or a shorter stroke, and will consequently pump more or less, as desired. A cork float, together with a vertical wire which acts as a level-gauge, is the usual indicator of the amount of oil in the sump or reservoir. The reser- voir should always be kept more than two-thirds full. A sight feed is also placed on the dash in front of the driver, so he can actually see the oid run- ning. If the oil stops running through the sight feed, the engine must be stopped at once, and the trouble located. A lack of oil in the crankcase, leaky connection in the oil pipe from the pump to the sight feed, dirt, or faulty pump may be the cause. A fine copper mesh screen is always located where the oil enters the pump, and this screen sometimes becomes clogged with dirt which interferes with the circulation. The screen usually comes out with the drain plug and should always be cleaned when the oil is changed. M to c Theoretical Auto Engineering — Lecture V Page 4 Oil Level Indicator Adjustable Pressure Relief Valve Pressure Gauge Oil Supply Main Oil Screen and Pump Main Engine Bearing Showing Oil Groove and Passage Overflow Through Hollow Piston Pin Full Force Feed Oiling System. MTOC Theoretical Auto Engineering — Lecture V Page 5 Plain Force Feed System. — In this system, the oil is forced by a pump from the oil sump through tubes to the main crankshaft bearings and then through ducts drilled through the crankshaft to the connecting rod bearings. The oil flies from these bearings as they whirl around, and the oil is sprayed to all parts of the motor. This system very seldom uses the splash system in con- nection with the force feed, although it is sometimes done. In this case the oil would drip down and run into troughs, where it would be splashed by the connecting rod bearings. Full Force Feed. — This system uses a plunger-type pump which forces the oil under high pi'essure to the main bearings. From the main bearings, the oil is forced through the hollow crankshaft to the connecting rod bearings. A hole is drilled in the crankpin, and another in the bearing cap, as the crank revolves, the bearing is not only lubricated itself, but as the two holes come together each revolution, the oil is forced to the piston pin and bearings by a copper tube attached to the connecting rod. The excess oil at the connecting rod bearing is thrown against the side of the crankcase by the centrifugal force of the revolving shaft and splashes in a fine spray all over the interior of the engine. In the Pierce-Arrow and Packai'd Trucks, the oil pressui'e is adjusted by means of a pressure-i-elief valve, instead of by adjusting the length of the stroke of the oil pump. The pressure relief valve consists simply of a valve located near the pump and strainer on the side of the crankcase, and the ad- justment is by means of a nut increasing or decreasing the spring tension; the greater the tension, the greater the pressure. Instead of a sight-feed on the dash as in the circulating system, this system has a pressure gauge. This gauge should show a pressure from 5 to 30 lbs., according to the type of pump and speed of motor. Should the gauge show no pressure, the engine should be stopped at once, and the trouble remedied. Too much pressure may indicate a clogged pipe. The pressure may be regulated by adjusting the plunger-pump, as described before, or by adjusting the "spring and ball" if this type is used. Where the full force feed oiling system is used, the oil in the crankcase should be drained out, the crankcase washed with kerosene, and filled with fresh oil every 500 miles. In other systems, this should be done every 1,000 miles. The process of changing the oil is accomplished as follows: (1) Unscrew drain plug at bottom of oil sump, draining oil into pail or other receptacle. (2) Replace drain plug. (3) Pour about a gallon of kerosene into crankcase through the "breather" pipe. (4) Crank the engine for about a minute either by hand or starter. Do not start the motor under its own power. (5) Remove drain plug and allow kerosene to drain out completely. (6) Fill crankcase with fresh oil to the proper level. (7) Crank engine over several times before starting, in order to get the fresh oil into bearings, and started into its proper channels. Only the best grades of oil should be used in a gasoline engine. The oil should have good cohesion (viscosity) and a high flash-point and fire test in order to give proper lubrication in a motor, for the heat in the cylinders (about 400° F.) will 'break-down" or burn up a cheap unstable oil. An en- gine can be actually worn out in about one-third of its natural life by using poor oil. Follow the recommendations of the manufacturer in the matter of oil whenever possible. The use of a poor grade of oil, but especially lack of sufficient oil will cause all the bearings and pistons to swell, and if allowed to run, the motor will be MTO C Theoretical Auto Engineering — Lecture V Page 6 ruined by burnt out bearings and "scored" cylinders. Lack of sufficient oil can be usually detected by a smell of burnt oil coming from the engine, and metallic "knocks.'" Unless an engine is new, or has very tight fitting pistons and rings, too much oil in the crankcase will result in an excess of oil working up into the cylinders, past the pistons and into the combustion chamber, where it will be burned, and leave a carbon deposit. No oil is able to withstand the heat of the combustion chamber, but the poorer the oil, the greater the carbon de- posit. If an engine gives trouble by constantly carbonizing and smoking, the trouble may not be too much oil, but leaky pistons and rings. If the oil is kept at the proper level in the crankcase, and the spark plugs are being con- stantly fouled and oil soaked, and carbon is formed rapidly and blue oil smoke comes out of the muffler, the trouble may be attributed to leaky piston rings, and perhaps pistons as well. New rings, or rings and pistons should be in- stalled, as the case requires. After an engine has been run many thousand miles, especially if poor oil has been used, the cylinders will be worn oval by the side thrust of the pistons. In this case, the cylinders must be rebored, and oversized pistons fitted, or a new cylinder block and pistons installed. Badly scored cylinders will cause a bad leakage of oil into the combustion chamber. The cure for this trouble is the same as for the oval cylinders, although the use of heavy oil and a teaspoonful of graphite in the crankcase about every thousand miles will help somewhat. If it is not practicable to rebore the cylinders or fit new pistons, excessive "smoking" caused by the motor "pumping oil" up into the combustion chamber may be eliminated to a considerable degree by "champfering" (beveling) the lower of the three compression rings at the top of the piston so that the oil will be collected in the little grooves formed by this process. Very small holes are then drilled through the piston at the bottom of this piston ring groove at a 45° angle, so that the oil will run into the piston and back to the crankcase. Some manufacturers cut an extra groove in their pistons just below the upper ring grooves and drill holes in the extra oil-grooves for this purpose. M T o c Theoretical Auto Engineering — Lecture VI Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE VI Lubrication The purpose of lubrication is to reduce friction. Friction is a force which retards the movement of one surface upon another and if continued produces excessive wear and great heat. A surface which appears smooth and highly polished to the unaided eye will, when examined under a strong magnifying glass, appear uneven and scratched. Surfaces which rub together should be as smooth as possible. Oil prevents this excessive wear by forming a thin film on each of the two surfaces like a sheet of ice on a cement sidewalk. If one i*ubs his hands together for only a short time, the skin of the palms soon becomes heated, but if a few drops of oil or grease are placed between the hands, a great difference is noticed and it will require a longer time to heat the skin than before. Therefore, lubrication is necessary to prevent heat, and nothing causes more trouble and more expense than improper lubrication. To keep a car running smoothly and continually, there is nothing more neces- sary than systematic lubrication. Friction means wear and heat. Therefore, proper lubrication is absolutely essential. Properties of Oil. At the present time most of the oils used for engine lubrication are mineral oils made by distilling crude oil. A good cylinder oil should have three main l'equirements. First, it should have a high "fire test," that is, it should be able to retain its lubricating qualities at a high temperature (often as high as 400 to 500 degrees Fahrenheit). Second, it should not leave any acid or .residue. This would cause undue wear and if the engine were allowed to stand for a time without use would cause rusting of the highly polished bear- ing surfaces, thereby increasing friction. Third, it should be able to with- stand reasonably cold weather without becoming solid. In a cold climate, it is desirable during winter to use a cylinder oil with a sufficiently low "cold test" that will not become so stiff as to make cranking too difficult or to pre- vent its flow to the bearing surfaces. In cold weather the engine should be run slowly for a few minutes before its speed is increased, especially if it has to pull a heavy load. This is done in order to loosen up the stiff and frozen oil, thereby insuring proper lubrication. Clutch Lubrication and Care. Disc or plate clutches are sometimes designed to run dry, in which case rubbing surfaces are generally faced with asbestos. Special grease or oil cups are then provided to permit oiling of the bearing surfaces, such as the throw-out collar and the bushings where the shaft turns when the clutch is brought to rest in released position. M T o c Theoretical Auto Engineering — Lecture VI Page 2 Other disc or plate clutches are sometimes designed to run in a bath of oil. Such a clutch may have an asbestos facing or may have metal plates working against metal plates. When a clutch runs in oil the film of oil must be squeezed out between. the discs before the clutch takes hold. When a clutch is designed to run in oil the housing should be drained, flushed out with kero- sene and refilled with light oil from time to time as directed by the manu- facturers in their instruction books. The leather of a leather faced cone clutch should be kept soft and pliable by frequent applications of neat's-foot oil. If any form of housing is pro- vided so that a small quantity of oil is retained to keep the leather at all times soft and pliable, the residue should be washed out and the oil renewed. The quantity added should not be more than that recommended by the manu- facturer. The hub of the clutch is very often provided with a plug so that it can be kept filled with soft grease or heavy mineral oil. Care and Lubrication of Transmission. The most satisfactory lubricant for the sliding gear transmission is a heavy molasses-like mineral oil. This has the property of following the gear teeth and maintaining satisfactory lubrication, and the gear teeth do not cut tracks in it as they would in hard grease. Metal particles which are worn from the gear teeth when the gears clash sink to the bottom and do no harm if the transmission lubricant is semi-fluid, but if hard grease were used, these particles would be carried between the gear teeth or into the ball or roller bearings, causing wear, noise and possibly even breakage. When the case is filled, the manufacturer's instructions concerning depth and quantity should be followed. In general it is necessary that the oil come up at least to the bottom of the lower shaft so that all the gears will be properly lubricated. In addition, if the case is filled to the top it is almost certain that the oil will work out past the bearings. Packing rings are generally provided on the shafts to hold the grease and exclude sand and dust. Every two thousand to five thousand miles, as recommended by the manu- facturer, the lubricant should be drained from the gear case and the case flushed out with kerosene and refilled. Lubrication. Lubrication is probably the most impoi'tant detail in connection with the care of the rear axle. To insure effective lubricating of the driving gears of the differential mech- anism, the rear axle housing should be kept filled to such a depth that the driving gear will dip an inch or an inch and one-half in heavy mineral oil about the consistency of molasses (similar to 600-W). This will follow the gears as compared with hard grease in which they might cut tracks. Particles of metal worn or chipped from the corners of the gear teeth will sink to the bottom of this heavy oil; whereas with grease the particles might be carried in suspension into the gear teeth and bearings where they would cause noise, wear or even breakage. Stiff grease should never be used in the rear axle housing if it is tight enough to hold a heavy molasses-like oil or a light bodied grease. The rear axle housing should never be filled with a lubricant to a greater depth than that recommended by the manufacturer in his instruction book (sometimes indicated by a high level drain plug). MTOC Theoretical Auto Engineering — Lecture VI Page 3 The use of a small amount of finely divided flake graphite mixed with a heavy oil or light grease in a bevel gear rear axle is often recommended by the manufacturer. The grease cups and oil cups on various points of the rear axle assembly such as on the brake shafts, springs, saddles, torsion and radius rods, etc., should be filled faithfully. The differential case should be drained, flushed with kerosene, and refilled every 2,000 to 5,000 miles as recommended by the manufacturer. MTOC Theoretical Auto Engineering — Lecture VII p age j MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE VII Repairs Made by Company We shall take up in this lecture the repairs of the company. Company repairs consist of keeping nuts and bolts tight, cleaning spai'k plugs, trimming solid tires, making minor adjustments to electrical, oiling and cooling systems, cleaning crank case, changing oil and gi-easing transmis- sion and differential at proper time. In addition, company mechanics and drivers must report at once parts that show undue wear, breakages and sus- pected trouble without delay. Where the repairs are beyond the facilities of the company mechanic and the light repair truck, the Company Commander should arrange at once that this truck be sent back to the service park with all speed. No extensive repairs are undertaken in the company, such as tear- ing down the motor or any of the other assemblies such as transmission, rear axle, etc. In the first place, the company mechanic has not the equipment to do this work and in the second place, it would require too much of his time, and mean that he would have to neglect minor adjustments and upkeep work on the rest of the trucks, all of which is important. The company mechanic is also responsible for the tool equipment on the light repair truck, which is part of the company equipment. He signs for these tools from the Company Commander; he signs for all spare parts and motor supplies issued to the company, and he issues all these things out to the assistant mechanics or drivers on memorandum receipts so that he has his rec- ords clear and in order at all times. The company mechanic is charged with the responsibility of keeping up the unit equipment list of the repair truck and the cargo trucks, and this is done by requisition on the service park for tools that have been broken or worn out and for supplies that have been issued from the light repair truck. There is a unit equipment list for every type of vehicle that is operated in France. This unit equipment list includes all the necessary tools and a few small parts and supplies which should be carried with the vehicle at all times. Whenever tools are lost, broken or worn out the driver must immediately notify his Commanding Officer and arrange for the replacement of these articles without delay. As far as possible, such articles are replaced from the stock kept in the light repair truck. Everything about the truck that can be taken off or removed in any way is entered on this unit equipment list. The drivers are pecuniarily responsible for every- thing appearing on the list. The proper handling of a vehicle on the road will save a large amount of repair work in the company, and will save spare parts, the value of which in France cannot be overestimated. I want every one of you to consider this fact when driving. Conserve your brake lining by intelligent use of the brakes. If you have a long hill to go down, throw your car into first or second gear, and only use your brake to bi'ing the car to a dead stop on the hill. When it is necessary to make an emergency stop with the brakes, do not hold M TO C Theoretical Auto Engineering — Lecture VII Page 2 the brake on until it gets heated up and burns out the lining. When you get into a hole or a bad place and are stuck, be careful not to rip the facing off your clutch or strip your rear axle pinion. Never allow your truck to be overloaded. If approaching a bump or hill, slow down in order not to run the risk of breaking a spring. Never attempt to back your ti'uck unless you have some one walking back of it or standing in front of the truck to show you which way to go, and so avoid smash-ups and accidents. We will take up next the responsibility of the drivers. There seems to have been a great deal of discussion and some misunderstanding as to how far the driver should be educated in the mechanical construction of his vehicle. Some have said that he should not have any instruction except in driving and that he should be entirely ignorant of the theory and practice of automobile en- gineei'ing. That has not been our experience, and on the contrai-y we have tried to give the driver every bit of instruction along that line that the time affoi-ded while he was going through school. If he were there for any length of time he kept delving further into the construction and adjustment of the vehicle which he was operating, both the theoretical and the practical, so that when he was through with his training he knew when shifting into first gear just what was happening in the transmission, and he also knew the dif- ference between a surge in the motor caused by the carburetor being badly adjusted, and a surge due to two cylinders not firing properly. A driver is very often called upon to make minor adjustments himself under the super- vision, if possible, of a company mechanic, but the company mechanic cannot be everywhere at once and the driver has to be able to do these things. The driver is responsible for the proper cleaning of his vehicle. Perhaps this does not sound important to you, but it is highly important. We have suffered a great deal of criticism in France in the American Army by the appearance of our trucks and cars. They were not washed, mud would remain on them for weeks; they were not properly lubricated. Drivers were sloppy in ap- pearance and driving and very often they would pull up at some divisional headquarters alongside a British headquarters staff car or a French headquar- ters staff car. The comparison was terrible to look upon. The British or French cars would be as bright as a new penny, although in service perhaps for three or four years. Every bit of brass and metal was shined up, the frame, the drive shaft and rear axle housing, ordinarily neglected by you and me, were thoroughly cleaned up. You could put your hand on any part of the car. That is why those vehicles are running after four years of service. The cleaning of the vehicles should be done every day. There is one part of the cleaning that can be done every day and must be insisted upon by every Com- pany Commander, non-commissioned officer and mechanic, and that is that the dirt and dust be cleaned from the spring shackles and all the moving parts of the vehicle. That is absolutely essential, because, if I could go into the spare parts end of it with you and the troubles we have had' and the troubles we will always have in keeping spare parts in France it would very nearly bring tears to your eyes. We have not had anywhere near a sufficient stock of spare parts for any of the vehicles in France up to the first of May this year. The lack of spare parts is a very serious proposition in France. The proper cleaning of the car will cut down the demand for spare parts tre- mendously. The next thing is the lubrication of the car. There are certain things which must be done every day, certain things which must be done at stated inter- vals such as every 250, 500, 1,000 and 2,000 miles. You must know the M.T.C. manual backwai'ds and study up on those things which are to be done at the various periods. M T o c Theoretical Auto Engineering — Lecture VII Page 3 In addition to lubrication, there are other things which must be done at the stated intei-vals before mentioned. I will enumerate them to you and you will find all of these rules in the manual beginning on page 69. (a) Care must be given to appearance, as well as to mechanical perfection. See that the body and wheels are cleaned of dirt, and inside of body cleaned out. (b) Be on the lookout at all times for all leaks, and for unusual noises; find the cause immediately and remedy it. (c) In screwing up grease cups always make sure that the grease has actually been forced into the bearing. (d) Never cut out the muffler. (e) Never, under any circumstances, fill the gasoline tank or work on the carburetor in the presence of a naked flame or an oil lantern. If this work must be done in the dark, use an electric torch. After each run: (To be done as soon as truck returns from run.) (a) Fill up gasoline tanks (including reserve supply), oil lanterns, head- lights and genei - ators. (b) Drain carburetors. (Much water and other impurities are often found in gasoline.) In freezing weather drain radiators. (c) Remove mud and dirt from places in immediate proximity to joints and moving parts, such as reach rod joints, spring shackles, distance rod hangers or joints, torsion rod joints, and springs. (d) After removing dirt turn down grease cups at all places one turn. (e) Examine and tighten all loose nuts, screws, etc., including those of the wood-work. (f ) Wash entire truck, if possible. At end of 250 miles: (a) Fill up all grease cups and see that oil holes are not stopped up. (b) Clean motor and pan under motor; clean spark plugs; oil magneto (only drop or two) ; clean carburetor. (c) Examine clutch; permit no oil on a leather faced clutch. (d) Transmission Case; fill with lubricant if necessary. (e) Brakes; examine and regulate tension. (f) Chains; examine tension. (g) Clean oil strainers. (h) Examine all wiring as to insulation and connections. ( i ) Go over all nuts and bolts. At end of 1,000 miles: (a) Drain crank case, wash with kerosene, and fill with fresh oil. (Save old oil to return to service park.) (b) Jack up body and clean and grease spring leaves. (c) Remove chains, bathe in kerosene, clean with brush, grease and put back. (d) Fill differential with oil. (e) Examine all grease boots and clean and refill, if necessary. I want to caution all of you to be constantly looking for loose nuts and connections and be constantly tightening these things. Our spart parts situa- tion in France will always be a serious one. We will never have as many MTOC Theoretical Auto Engineering — Lecture VII Page 4 parts as we need and you will seldom have the supplies and parts when you need them. For this reason, whenever your truck stops to load or unload, or whenever you arrive in the park and have a few minutes, go over your truck very carefully from the front bumper through to the tailgate and see that everything is tight and that no defects or mechanical troubles are liable to hold you up on the road. The Motor Transport Corps in France is charged with mov- ing the freight of the A.E.F. We cannot move freight if your truck is out of commission. Troubles corrected before they become serious prevent excessive demands for spare parts, decrease the work of the company mechanic, of the service park, of the overhaul park and of the reconstruction park and greatly simplify the maintenance problem. A burnt out or frozen bearing is inex- cusable and in France is cause for court-martial proceedings in every case. You will not be able to give any reason whatsoever for trouble of that nature. There is no excuse and none will be accepted. I have been an Inspector of Motor Transportation for several months back in France. I know whereof I speak and I know that the causes of breakdowns in the Motor Transport Corps were in 7 cases out of 10 due to the inefficiency of the drivers of the vehicles. These drivers were not properly trained. They had no conception of discipline before going to France. They were slovenly in their personal appearance. Their trucks were dirty, not properly lubricated, parts were lost off the trucks, thereby tying up that piece of equipment for days and sometimes weeks, bearings were burnt out, brakes burnt out, clutch facings ripped off unnecessarily, radiators smashed, and the vehicles generally not able to handle the freight. The things I have mentioned here, if allowed to continue, are nothing short of criminal offenses which at this time deserve the strictest disciplinary action. Both the driver and the company mechanic are responsible for the log-book which accompanies every vehicle in France. This book is issued to the vehicle at the reception park at the port of debarkation. It stays with the vehicle as long as the vehicle is in service. This log-book is about 4 inches wide and 6 inches long. In it are kept records of transfers of the vehicle and of all repairs made by any repair parks. The first page of the book is given over to the specifications of the truck, the engine number, the chassis number, U. S. number, the type and model of the truck and the de- tailed list of the equipment which was placed on the truck at the reception park. Beginning with the next page there are spaces for the driver to sign for the vehicle and for its equipment and in each case of transfer his signa- ture is witnessed by the signature of the Commanding Officer. The last 3 or 4 pages of the book are given over to records of repairs made. This record shows the number or name of the repair park making the repairs, what the repairs consisted of, what spare parts and supplies were required to make the repairs, and the signature of the inspector or officer entering this data. The information regarding repairs which is entered in this book is invaluable to us at headquarters as it shows the performance of a truck and also shows the class of repairs that are having to be made on that particular make of vehicles and enables steps to be taken for the correction of defects and changes in construction. This log book is to the car what the service record is to the soldier, and the driver is held rigidly responsible that it is not lost and that it is kept clean and all data entered up to date. The driver's further responsibility is the proper loading and lashing of his cargo. It is very important that his truck is not overloaded and that his cargo is so placed that he will get traction. This cargo in certain kinds of weather should be mainly over the rear wheels, and the driver should watch the load- ing and unloading carefully. He does not do it himself, but he is charged with the responsibility that the load is put on properly and that he gets a full M TOC Theoretical Auto Engineering — Lecture VII Page 5 load. Every vehicle in France must carry a full load every time it turns a wheel. We must insist on full loads as far as possible, because of the scarcity of equipment. I shall take up in this lecture first the class of repairs and adjustments that you as a driver must be conversant with, and secondly the details of your re- sponsibility and accountability for equipment placed in your charge. There are three things about a motor car or a motor vehicle which require constant looking after in France. They are all of equal importance, and it is hard to say which one should have more emphasis than the other. You should know how to drain your carburetor and clean out the dirt, which is sure to collect. Gasoline as it arrives in France is of very poor quality. It contains impurities such as water and dirt and tests very low for specific gravity. This water and dirt must be kept out of the float chamber away from the needle valve. If there is no pet cock drain plug on the bottom of the carburetor, it will be found necessary to disconnect the feed pipe at the car- buretor and allow both the pipe and the carburetor to drain. Water also accumulates in the bottom of the tank. However, by allowing the gasoline to run out of the feed pipe, when disconnected at the carburetor, into a pail or can, both the tank and the pipe will be pretty thoroughly cleaned out. This work must be done with great care in order not to lose any of the gasoline during the operation. By careful handling the gasoline can be poured back into the tank leaving the water in your can. There is usually a strainer in the feed pipe and this should be kept clean at all times. You should know the adjustment of your carburetor. When you are in park or on the road with your company, the adjustment of the carburetor will always be made by the company mechanic or his assistants. It might happen, however, that you are on the road alone without the mechanics and emergency adjustments are found necessary. You must be able to distinguish between a surge in the motor caused by improper adjustment of the carbui'etor and a surge in the motor caused by one or more cylinders not firing. You must know that when a popping noise is in your carburetor, you have either got water or dirt under the needle valve or too thin a mixture. The first thing to do is to drain the bottom of the carburetor and the feed pipe to see if water or dirt is in there. If that does not correct the trouble, you should know how to adjust your needle valve to give a richer mixture. It is impos- sible to show you or to tell you so that you would understand without models to demonstrate this with. This adjustment and those which I will call your attention to later will be given to you in your laboratory and practical work. Pay particular attention to the points which I will bi'ing out in this lecture, for they are points which we have learned to be important in France after one year's experience. The next point is the adjustment and equalization of your brakes. The country over which you will be operating near the front line is very hilly and there are constant demands on the brakes. The result is that the brakes re- quire almost daily attention. Before attempting to go down a steep or a long hill, slow down and shift to first or second speed before getting over the crest of the hill. Your engine then acts as a brake and, except in cases where it is necessary to make an emergency stop, your foot and emergency brakes will have to be used but little. If, for any reason, you do not have time to change gears before starting down a hill, use your foot brake for a few seconds and then shift over and use the hand brake. Alternate in this way all the way down the hill. Never use one brake continually for any length of time, as it not only wears it out quickly but it is almost sure to get hot and bind. The M TOC Theoretical Auto Engineering — Lecture VII Page 6 result is that your truck comes to a dead stop and ties up all of the trucks back of you. This is a point you must remember. "Above all things keep your truck in motion when operating in a convoy." If it is impossible to keep it running, pull your truck as far as possible to the right hand side of the road, even into the ditch if necessary, so that other vehicles can pass you. However, if the brakes are carelessly used and become seized, you will find it impossible to run your car or even to push it out of the way until the brake drums and the lining have cooled off. For that reason you must be doubly careful not to have this occur. It is not your own truck alone that you are putting out of service temporarily, but you are tying up perhaps five miles of trucks back of you. Test your brakes two or three times a week at least to see that they are equalized. This is done by jacking up both rear wheels, setting your hand brake so that it is just possible to turn the rear wheels by hand. See that the brakes take hold approximately in the same way on both wheels. Then have some one sit in the driver's seat and hold the foot brake down part way and test both rear wheels to see if the foot brake is equalized. If you are not careful about this point your troubles with skidding will greatly increase, and you will lose a great deal of the efficiency of your brakes. Watch your brake lining carefully and anticipate the necessity for renewal of this lining before it actually wears out. Due to the almost constant operation in convoy it is absolutely essential that your brakes be in excellent shape. Any accident which you may have in operating your vehicle in France is in- vestigated very thoroughly by a commissioned officer. You as a driver must not only prove that the accident was not your fault, but you must also prove that it was a physical impossibility on your part to avoid it. So you see the importance of having your brakes well adjusted and being able to control your car at all times so that you will not smash your radiator or have the rear end of your truck knocked out. The next thing is the cleaning of spark plugs and adjustment of plug points and the tracing of ignition troubles. Your spark plugs should be cleaned very often, at least twice or three times a week. Be very careful in taking them out of the ports that you do not break the porcelains. If you are care- less in the pse of your monkey wrench or spanner or if you drop the spark plug after you have taken it out you are liable to break this porcelain and you will have to have a new plug before you can operate. If you do break a por- celain it is up to you to explain exactly row it happened and prove that it was not due to carelessness on your part. The actual cleaning of a spark plug and the adjustment of the points will be shown to you during your course. I will only dwell on the importance of keeping them clean and the importance of your knowing how this is done. You will also be shown during this course how to trace ignition troubles. Ignition troubles should always be turned over by you to the company mechanic, with the exception of the cleaning of spark plugs. The adjustment of the points must be done by the company me- chanic unless he is not around and it is impossible to arrange for him to do it. I have prepared a list showing the adjustments and repairs with which you as drivers should be acquainted, and which you should study during your course. A copy of this is attached to this lecture and copies will be distrib- uted to you for your guidance. The more you know about your vehicle, and the better you know the adjustments and repairs which must be done on it, the quicker you will get promotion and reward, and the more value you will be to your company and to the service as a whole. You may think you know all about it, but I can truthfully state that no one ever knew all there was to know about a truck or automobile. Men have made a life study of it and are still learning every day. Whenever I hear a driver bragging about what MTOC Theoretical Auto Engineering — Lecture VII Page 7 he knows and saying that there is not a thing about his truck that he does not understand, and that there are no repairs which he cannot make, I immediately put him down as the least efficient of the outfit. Do not brag about your knowledge but dig in and learn, and show it in the operation of your vehicle and in the way you keep it up. If you will master the three adjustments mentioned above, you will have a minimum of difficulty in keeping your truck in service at all times. I will outline to you the extent of your responsibility for the motor equip- ment placed in your charge. Whenever you are assigned to a truck, a memo- randum receipt is made out by your Commanding Officer giving the make and type of truck, serial number, motor number and a list of all the equip- ment on the truck at the times of transfer. This memorandum receipt is known as M. T. S. Form 101. All assignments and all transfers are recorded on this form in France. The Unit Truck Equipment is shown on page 92 of the Manual and you should be sure that every article called for is actually received before you sign the memorandum receipt. This form is in quad- ruplicate and is made out by the person transferring the equipment and is signed by the person receiving the equipment. This remains a perma- nent record in the office and is used in checking up periodically for short- ages, breakages, and loss on your truck. Any shortages will be taken out of your pay at the end of the month. No excuses are accepted and none should be necessary. You are responsible for a good many thousands of dol- lars worth of Government property. As I have told you many times befoi-e, the truck and its equipment are almost impossible to replace in France. That is why you will be held pecuniarily responsible for it. Whenever you are re- lieved from your truck and another driver takes charge of it, you must make sure that he signs for this equipment, and that everything is checked off against the original list. If this is not done you may find a few days or weeks later that you will be charged up with certain tools and supplies and made to pay for same, whereas their loss occurred after you had been relieved of your truck. As you are aware, the army need not consult you about taking money out of your pay for loss or damage to Government property. This is some- thing that is beyond your control. When you take over a new truck that has been in use by some other driver, use all care to see that he does not "put anything over on you," as we express it. If he is short of equipment, he will try very hard to get you to sign for things that actually do not exist. You have got to have your eyes wide open and not take his word for anything. At all formal inspections your equipment is checked over against the list as it appears on M.T.C. Form 101, memorandum receipt. These inspections are held about once every month and perhaps oftener. You will find it much easier and better all around to report loss or damage to equipment imme- diately after it occurs rather than let it slide until an inspection takes place. I know this from my own experience. Losses are bound to occur even though you use the greatest diligence and care. It is much better, therefore, to re- port such things to the Sergeant Mechanic or Commanding Officer, and get it over with at the time that it happens, rather than take a chance at getting by with it until a week later when a formal inspection is held. When you take your truck to a service park for repairs, all of your equip- ment is taken off and checked against your copy of M.T.C. Form 101, which is carried with you at all times. This equipment is done in a bundle and placed in the stock room for safe keeping. When you return a day or two later to take your truck away the bundle of equipment is taken out of the stock room and spread out on the ground and rechecked according to your list. Any shortages appearing in the equipment when you report in the park M TO C Theoretical Auto Engineering — Lecture VII Page 8 with your truck are noted, and when you leave the park with your repaired truck make sure that you get everything you are entitled to according to your list. If tools or supplies have been stolen while your truck was in the park, report this at once to the Commanding Officer of the park and insist that the equipment to be returned conform with receipt of equipment delivered. Never allow any other man to drive your truck except the assistant driver who is assigned to you. You must make this a hard and fast rule, for if you do not, and you allow another man to operate your vehicle and he suffers an accident or steals any part of your equipment, you are the one that is held responsible for it. Conservation of everything shipped overseas for our troops is our watch- word in France and I want you to get into the spirit of conservation before going over so that it will become natural to you when you arrive. One very important factor which will contribute enormously to the success of your organization is teamwork. I mean by teamwork, hearty cooperation between every member of the organization — a spirit of wanting to help each other, a spirit of pride in your organization, a serious viewpoint on the impor- tant work that you are doing. Be very jealous of the reputation of your com- pany. Uphold its honor, protect its good name and at all times reflect credit upon it whether in camp or on the road or on leave. We call this teamwork, Esprit de Corps," in France, and you will hear a lot about it when you get "Over There." In order to make this Esprit de Corps worth while to you, if such a thing be necessary, a system of rewards for efficiency and good service has been worked out, whereby a driver who always has his vehicle ready to roll, who never has any criticism of the operation of his vehicle or of his per- sonal appearance and conduct, receives time off, in addition to the regular company liberty, on certain stated days of the week. If his record is clean for a period of four weeks, a white star about 3 inches in diameter is sten- cilled on the side of his car underneath the driver's seat. This white star means that the driver has a record of excellence for at least a period of 4 weeks, and it is known throughout the A.E.F. to have that meaning. You cannot earn that white star nor the time off, which I have mentioned before, if you are ignorant of what is expected of you and you do not know how to keep your truck up, how to keep it clean and properly lubricated, etc. There- fore, it is up to you to learn these things so thoroughly that within the first two months after your arrival in Fi-ance you will be having a white star on the side of your car. M to c Theoretical Auto Engineering — Lecture VIII Pay 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE VIII Minor Motor Troubles and Their Adjustment Failure of the Engine to Start. When an engine fails to start readily, the cause may be found in most cases in a very short time if a regular system of search is followed, instead of the hit or miss method of looking first one place and then another, and tampering with first the carburetor, then the magneto, then the wires, and so on without any definite plan. If the engine is to run it must take into its cylinders an explosive mixture of fuel and air, it must compress this mixture, the mixture must be ignited by a good spark produced at the right time, and the valves must so operate that the burned products are expelled from the cylinders properly to make room for new incoming mixture. A very good method to follow in testing or trouble hunting is : (1) Try the compression with the hand crank, turn the engine at least two revolutions and rock against each compression to determine that there are the proper number of compressions and that all are nearly equal. (2) Be certain of the fuel. The best way is to prime each cylinder di- rectly with a small amount of gasoline, being careful not to over prime, es- pecially if the engine is hot. Gasoline must be in the cylinder to burn, and to put a small amount there is quicker and often more effective than tamper- ing with the carburetor. (3) Investigate the spark. Disconnect a spark plug wire and hold the end a short distance from the plug, or disconnect the wire from the secondary terminal, while the engine is turned over and watch for the occurrence and quality of the spark. With all of these conditions right, the engine should start. If it still fails, continue with 4. (4) Be sure that the mixture is not too rich. If the engine is hot, it is very easy to have it flooded; that is to have such an excess of vaporized fuel in the cylinders that no explosion will take place. Cranking the engine slowly with the priming cups slightly open, or with the throttle wide open and the fuel supply turned off, should remedy this condition. Sometimes flooding washes the oil away from the pistons and rings and it becomes necessary to pour a small quantity of oil into each cylinder through the spark plug hole to seal the pistons and rings against leakage of compression. (5) Test the timing of the spark. Disconnect a spark plug wire and hold it near the plug or near a clean spot on the engine, or remove a spark plug and lay it on the cylinder with the wire attached. Then see if the spark occurs at the end of the compression strokes of the cylinder under inspection. The compression stroke may be found by holding the thumb over the open priming cup or spark plug hole. MTOC Theoretical Auto Engineering — Lecture VIII Page 2 To Test the High Tension Magneto. If the car is equipped with high-tension magneto, disconnect the conductor which connects the collector brush to the centre of the distributor and turn this so a metal part of it is about one-sixteenth of an inch from the magneto or some other metal part of the magneto or car, or turn the safety-gap cover spring until it is close to the magneto. If the construction does not permit this test, remove the distributor and fix or hold a wire with one end against some metal part of the magneto or the engine and the other end near to but not against the centre of the distributor arm, or use a test wire as seems best. If no spark is produced when the engine is cranked briskly, remove the pri- mary or grounding wire which connects to the switch and spin again. If there is still no spark, examine the circuit bi'eaker points while the engine is turned slowly in order to determine whether they break and make contact properly. A small mirror will make this examination easy. The points may be fouled or burned, they may be oily, or the breaker arm may be frozen fast so that the spring does not bring the points into proper contact after they have been separated by the cam. They should break approximately .015 of an inch or about as much as the thickness of a calling card. The wrench provided by the manufacturer for adjusting the points generally has a thickness gauge. To Test a Battery Ignition System. If the engine is equipped with a modern ignition distributor battery system, disconnect one end of the wire which joins the secondary terminal of the spark coil to the center of the distributor and hold the end close to, but not against the terminal from which it was detached. Crank the engine and watch for the spark. The trouble of cranking can be avoided by varying the method of test. Loosen the clamping or lock springs and lift or turn and lift the dis- tributor head. Fasten one end of test wire to ground and hold the other close to, but not against the secondary terminal of the coil or close to the center terminal of the distributor while the distributor is laid or held in an inverted position. Cause the bi-eaker points to make and break contact with the finger or a screw driver. If no spark is produced, use a test lamp or test wire to determine whether there is current at the primary terminals of the coil and at the terminals of the circuit breaker. The current should pass from the battery through the switch, through the primary of the coil, through the circuit breaker points, and back through the wire or through the frame to the battery. While the engine is turned, note whether the breaker points connect and break the circuit properly. The points may be fouled or burned, they may be oily, or the spring may not return the breaker arm so that the points make proper contact after they have been separated by the cam. The wrench pro- vided by the manufacturer for adjusting the points generally has a thickness gauge. Examine the inside of the distributor and the distributor arm and make sure that they are clean and dry. They may be wiped out with a clean cloth or with a cloth moistened with gasoline. If the distributor head is very dirty it can be cleaned with very fine sandpaper or with a little dust on a piece of damp cloth held over the end of the finger. Testing of a Spark Plug. In an effort to test a spark plug the driver often unscrews it from the cylin- der, reattaches the wire, lays it down on the cylinder casting, taking care MTOC Theoretical Auto Engineering — Lecture VIII Page 3 that the terminal does not make contact, and watches for the occurrence of the spark while the engine is turned over. The failure of the spark to occur in the plug if one can be obtained from the end of the detached wire is good evidence that the plug is out of order. The occurrence of the spark in the open air is, however, no indication that one will occur under high pressure when the plug has been screwed back into the cylinder. Whether the spark plug has been firing properly or not can generally be de- termined by inspection, as a plug which has been missing is liable to present an oily or sooty appearance, instead of a dry yellowish-white, clear appearance which indicates that the cylinder is firing properly. Probably one of the most satisfactory methods of testing is to try the un- satisfactory plug in a cylinder which is known to have been operating properly, or to try a spai-k plug which is known to be good in the troublesome cylinder. To determine which cylinder is missing fire, the plugs may be short circuited one or more at a time with a screw driver or other suitable instrument, or the wires may be detached from the spark plug, one or more at a time. The priming cups may be opened and the issuing name watched for, or the sound noted to determine whether there is any change in sound when the plug is short circuited or the wire detached. MTOC Theoretical Auto Engineering — Lecture IX Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE IX Minor Motor Adjustments If two gears, running together, or in other words in mesh, have the same number of teeth, they make the same number of revolutions. If the driven gear has twice as many teeth as the drive gear, it revolves once while the drive gear is revolving twice. This is called a two to one or half-time gear. Since the cam shaft must revolve only once to every two revolutions of the crank shaft, the cam shaft gear has twice as many teeth as the crank shaft gear. The cam shaft revolves in the opposite direction from the crank shaft when driven by gears without an idler, and in the same direction when driven by a chain. The wide face helical gear is most popular for the timing gears. Special material as fabroil, micarta and other compressed materials are used by many manufacturers for making gears which are silent. Drop-forged gears are also used to a great extent; also steel for the crank shaft gears and cast iron for the cam gear. The silent chain for driving the generator is quite popular. It is also being used to a certain extent for driving the cam shaft. The object is to obtain quieter running. This type of chain must not be confused with the ordinary roller type as used on chain-driven trucks. The silent chain is more positive in action otherwise the timing would be thrown out of adjustment. The teeth on a sprocket used for a silent chain are very close together and ac- curate. Any undue slack in the chain can be taken up by sliding the magneto or generator shaft outward. This chain is self-adjusting for pitch, as there is an allowance of twenty-thousandths (.020) clearance before chain bottoms in sprockets. Purpose of Valves There are two valves to each cylinder, to all four-cycle gasoline engines; an inlet valve and an exhaust valve. There are three types in general use; the poppet, sleeve and rotary, the poppet type being used almost exclusively. The inlet valve admits fresh gas to the cylinder. Fresh gas is going into the cylinder during only one stroke of every four, or in other words, during one stroke of every two revolutions of the crank shaft. The exhaust valve permits the burned gases to escape. It is opened and held open by a cam on the cam shaft. This is called being mechanically oper- ated. Mechanically operated valves are opened and held open by means of cams which work against a strong spring tension. The exhaust valve is al- ways mechanically operated, except in some of the old types of motorcycle engines in which the inlet valves were automatically operated. MTO C Theoretical Auto Engineering — Lecture IX Page An automatically operated valve is held against its seat by a light spring During the suction stroke the sucking action of the piston, as it slides down- ward in the cylinder, draws the valve open. At the end of the suction stroke, when the suction ceases, the spring pushes the valve disc back to its seat and the gas is prevented from escaping past the valve. It must be understood that the valves of a gasoline engine always open inward. Thus the pressure from the power and compression strokes tends to keep the valves firmly on their seats. Usually inlet and exhaust valves are made the same size. Some manu- facturers are making the inlet larger. For instance, the Sterling engine has l^-inch intake valves and iy 8 -inch exhaust valves. The lift of a valve is the height it is raised from its seat by the cam. Side operated valves may be placed all on one side, or on opposite sides of the cylinders. When on oppo- site sides two cam shafts are necessary, one on each side. When all valves are on one side, one cam shaft is sufficient. To grind valves, in an overhead valve engine with detachable head, the head is removed with the valves, and the valves are ground in the head. In an overhead valve engine with cage-type valves the valves are ground in the cage. To grind valves on a side valve engine, the valve caps are removed if the head is integral with the cylinder. If the head is detachable, then the head is removed and the valves are ground in their seats in the cylinder pockets. Although the valves vary in location and methods of operation, the prin- ciple remains the same; the inlet admits fresh gas; the exhaust valve opens at the correct time to allow the burned and used gas to escape. A valve has three parts; a head and a stem which forms the moving part, and a valve seat, on which the valve fits. When closed, the valve head must fit in its seat so that it is absolutely tight. When open there must be sufficient space to let the gas pass freely. The valve spring holds the valve tight on its seat and must have tension at all times. If the spring is too strong the valve closes with undue noise. If too loose the valve does not seat properly. The exhaust valve spring usually weakens first on account of the intense heat to which it is subjected. The valve spring washer is placed at the bottom of the spring and is held in place by a key or retainer under tension of the spring. Before the student can undei'stand the subject of valve timing he must first learn the four-cycle principle, as it is entirely with this principle we will deal. In addition, the meaning of degrees, and the relation of the valve cam speed to the engine crank-shaft speed, and the importance of valve clearance ad- justment, must be thoroughly understood. If no space were left between the end of the valve stem and the cam, even very slight wear on the valve tappet seat would prevent the valve from closing properly. As the stem expands, it gets longer, so that if no clearance were provided, the stem when pressed would rest against the tappet and the valve would not seat properly. Valve clearance, also called air gap space, is the space between the end of the valve stem and the tappet. The width of this space ranges from the thickness of tissue paper to 1/16 of an inch. The average gap is somewhere about or slightly less than a postal card thickness. Some manufacturers give about 1/1000 of an inch less to the inlet than to the exhaust, because the exhaust valve stem lengthens slightly when heated. For instance, the Hudson gives .004 of an inch to the air gap space on the inlet valve and .006 to the exhaust. The adjustment should always be made M T C Theoretical Auto Engineering — Lecture IX Page 3 when the engine is cold and after the valves are ground, as the grinding will slightly lower the valve. ■ The inlet cam has a sharp nose. The exhaust cam has a broader nose, be- cause it must hold the valve open longer. The width of the nose, less the gap, regulates the lift. The average lift of either exhaust or intake is ap- proximately % to 9/32 of an inch. It is thus evident that if the air gap is % to 9/32 of an inch too large, the valve will not open at all. If such an air gap (% inch) is slightly- decreased, the valve will lift very slightly and stay open but a few degrees of the revolution. If the air gap is again slightly decreased the valve opens sooner, raises higher and closes later. This progress can be repeated until there is no air gap left. Now, suppose an engine is designed to have 1/16-inch air gap, and thei'e is no air gap at all; the valves will open possibly 30 degrees too soon, raise 1/16 inch higher than intended and close 50 degrees too late. As to the wear of the end of the valve stem or tappet, it is apparent that as the wear increases the space or air gap increases and the valves have less lift, open later, close earlier, and become noisier, all of which affects the power of the engine. When valves are noisy, the cause is usually traceable to the wear of the valve stem, although they are all case-hardened at the end as well as the head. The wear, however, comes with time. Too great a lift also causes noise. Always adjust the valve clearance to the measurement given by the manu- facturer. It is important that the valve clearance adjustment be made with the back lash or lost motion in the di-ivihg gear entirely taken up in the direc- tion of rotation. If one of the cams raises an inlet valve just as the piston is starting down on the suction stroke, then a charge of gas is drawn into the cylinder as long as the piston is on the suction stroke and the valve is open. Therefore, the valve should open in time to give the piston a chance to draw in a cylinder full of gas. If the valve opens after the piston starts its suction stroke, then it does not get a full cylinder of gas, and thereby gives less power. Therefore, it is important that the inlet valve be made to open at the right time. The method employed to cause it to open at the right time is by means of the inlet valve timing gear and proper valve clearance. The practice is to allow the piston to descend slightly in the cylinder on the suction stroke before the inlet valve opens, so as to reduce the pressure and to create, if anything, a suction. In regard to the closing of the inlet valve, it is almost universal practice to let the valve stay open until the piston has not only reached the bottom of dead center, that is, the bottom of the stroke, but has actually traveled slightly up on the compression stroke again. The gas sucked in thus would be forced out again if it were not for the great piston speed. For instance there are 15 com- plete cycles of operation in one second, or one stroke on the piston to one-sixtieth part of a second. This is such a speed that the piston has reached the bottom of its stroke in an appreciable time before the gas has been able to fill the cylinder. Therefore, after the piston has started to move upward on the compression stroke, there still remains suction in the cylinder, which, if the valve remains open, continues for a short interval to draw in a further charge of gas. Obviously the exact point at which the inlet valve should close depends upon the speed of the engine; and whatever setting is arranged will not be equally suitable for all speeds attained by the engine. As for instance, when the engine runs dead slow, the late closing is a distinct disadvantage. The MTOC Theoretical Auto Engineering — Lecture IX Page 4 gas is then drawn back on the compression stroke, while at maximum sp the valve closes before the suction has completed its work. There is, how- ever, an average speed for the engine — in fact for every engine — and the valves are set to the average speed. Exhaust Valves Opening and Closing There are two opinions about the opening of an exhaust valve. The valve must open considerably before the piston reaches the end of the explosion stroke; and if this wastes some of the force of the explosion, this waste may be amply compensated for by the freedom afforded the piston in commencing the exhaust stroke. It is obviously wrong to keep the exhaust valve closed up to the very mo- ment before the piston is about to move upward, because on commencing the exhaust stroke it finds itself confronted for an instant with the force which has just pushed it down. Until the valve is wide open, it is considerably im- peded in its journey upward. For this reason the exhaust valve is usually opened as soon as the piston has moved through about seven-eighths of the power stroke ; that is, before the bottom of dead center is reached. The exhaust valves if opened too early cause a waste of power. Stationary gasoline engines, which run at lower speeds than automobile engines, do not hold their valves open so long, the chief difference being in the interval of exhaust opening and inlet closing. There is little to be said as to when the exhaust valve should close. It may close before the end of the stroke (exhaust stroke). As a rule, on account of what has been explained about the gas which remains in the head of the cylinder being slightly under pressure at the end of the stroke, the valve is quite often allowed to remain open until the piston has moved slightly down on the suction stroke. This gives full opportunity for as much exhaust gas to escape as possible. In order to understand just how important it really is to expel all of the burned or exhaust gases, it must be explained that one of the chief com- ponents is carbon dioxide, which is the most powerful anti-combustion agent known to science. Its presence, therefore, even in small quantities, retards considerably the speed of the explosion development. The piston now having come to rest at the top of the stroke, there is still the problem of dealing with the burned gases which remain ; and for the throwing off of these we must take advantage of the exhaust momentum. The manner in which this principle operates will be apparent if the con- tents of the exhaust pipe are pictured as a mass of gas moving outward at piston speed. When the influence which started this movement has stopped, namely, at the top center, the gaseous mass moves almost like the piston of an air extractor pump; and if the valve timing permits, it tends to draw out with it from the cylinder a large proportion of the remaining gases. If the extractor action of the exhaust gases is to be taken advantage of, the valve must be made to close a little later than the top center, or, as it is technically explained, must have a certain degree of lag. It is evident that if we close it at the exact top of the stroke, the contents of the combustion chamber are imprisoned and contaminate the incoming charge. The amount of this lag depends on the shape of the combustion chamber, the weight of the valves, the strength of the springs and the design of the exhaust system. M TO C Theo luto Engineering — Lecture IX Page 5 Valve Timing and Firing Order The difference in size of the bore and stroke of the cylinder, particularly in the stroke, the type of ignition, the shape of the manifold and the speed of the engine, governs the valve timing. Early setting of valves on an engine causes irregular firing at lower speeds, unless a very heavy flywheel is used. It also increases the gasoline consumption in short stroke engines. For high speed work, the inlet may be opened and closed late. For low speed work, closing the inlet and exhaust on the center gives the best control and eliminates blowing back. The moment of opening and closing the valves with reference to the engine speed, of course, has an important bearing on its performance. If the valves open too early, back firing results, while if they open too late, a sluggish engine and overheating result. In actual practice the inlet valve seldom opens on the exact top of the stroke but usually after the top of the stroke, varying from 5 to 15 degrees. The inlet seldom closes when the piston reaches the bottom, but from 5 to 38 degrees after bottom. The exhaust valve seldom closes on top of the stroke, but usually 5 to 10 degrees after the top. The position of the crank shaft determines the position of the piston. The position of the piston determines the point where the valve is set to open or close. Therefore, the cam shaft must be set so that the cam raises the valve when piston is at a certain point. This is accomplished by meshing the cam gear with the crank shaft gear when the piston is in the correct position. Marks are usually placed by the manu- facturer on the cam gears which indicate just where to mesh the gears. The flywheel is also sometimes used for timing. Setting of Valves, Multiple Cylinder Engine There must be at least one inlet and exhaust valve for each cylinder. Therefore there must be four cams for the four inlet valves and four cams for the four exhaust valves. If the cylinders are "T" head, there are two cam shafts. If they are "L" or over-head there is only one cam shaft. It is well to note that in four, six, eight or twelve cylinder motors, each piston passes through the four strokes during two revolutions of the crank shaft. The usual plan is to place the piston of cylinder No. 1 at the top of its stroke and to work from that point in timing valves. The cams do not need to be set on the shaft, but when the cam gear in front of the engine is meshed with the driving gear, the position of the nose of the cams can be adjusted. The usual plan to time the valves or set them in correct time with the cam shaft is to mesh the cam gears so that the points marked on them will cor- respond with the marks on the crank shaft gear, at the time No. 1 piston is on top of its stroke. Usually marks also appear on the circumference of the flywheel that indicate the position in which the crank shaft is to be placed for the correct setting of the valves. The mark of the flywheel is placed in line with a center mark on the cylinder or elsewhere. If there are no marks on the gears or the flywheel, then it is necessary first to determine where to set the valves. There are four strokes to two revolutions of the crank shaft to complete a cycle operation, as explained previously. A stroke of a piston means to travel from top to bottom or bottom to top, or 180 degrees movement; one-half a revolution of the crank shaft. M T OC Theoretical Auto Engineering — Lecture IX /',,. There is but one power stroke during the four strokes, or two revolu- tions of the crank shaft. Also, note that the power stroke is a very short one, owing to the fact that the exhaust valve starts to open considerably before the piston reaches the bottom of its stroke. As the exhaust valve opens 46 degrees before bottom, the travel on the power stroke, that is, the stroke actually under full pressure, is 134 degrees instead of 180 degrees There- fore, since there is but one power stroke to two revolutions of the crank shaft, in only 134 degrees out of the two l-evolutions (720 degrees travel of the crank shaft) would there be power. One full revolution of the crank shaft being 360 degrees, there are 720 degrees in two full revolutions; but only 134 degrees are actually under pressure as explained. In an engine with one cylinder, there is an explosion once during every two revolutions of the crank shaft. In other words, there is one stroke of the piston when the power is being developed, and three when thei-e is no power, the piston then being moved by the momentum of the flywheel. As the piston must be carried through the three dead strokes, it is necessary to use a heavy 'flywheel, so that when the flywheel is started it will continue to revolve for a sufficient time to move the piston until the next power stroke. There is vibration from a one-cylinder engine on this account, as the weight of the piston sliding first one way and then the other has nothing to balance it. The more cylinders an engine has, the more steadily it will run, because the ex- plosions may be arranged to follow one another so closely that there is no moment when one of the pistons is not on the power stroke. Cooling System If no provision is made for the cooling of the cylinder of a gasoline engine, the intense heat of the explosions will heat it to a point that will cause the lubricating oil to burn and become useless. At the same time, the cylinders must not be kept too cool, for that prevents the development of full power. The cylinder must be permitted to get as hot as is possible without burning the lubricating oil. Between 170 and 200 degrees Fahrenheit, or just below the boiling point, appears to give the best results. The cylinder may be cooled either by water or by air, and while the greater number of engines are water cooled, air cooling has been developed to a point where successful results are attained. As trucks are practically all water cooled, we consider only the water cooling system. The water cooling system consists of water jackets around the cylinder that is to be cooled, and through these jackets water may flow; a radiator for cooling the heated water; and some method of keeping the water in circula- tion, together with the necessary connections. The jackets are usually cast in one piece with the cylinder, although in some cases they were formerly sheet copper pressed around the cylinder to form passages through which the water would circulate. When heated, the water passes to the radiator, where the rush of air to which the radiator is exposed absorbs the heat and cools the water. To maintain the cylinders at a workable temperature, a quantity of water is carried in a supply tank or radiator from which the water is caused to cir- culate continuously through the jacket of the engine cylinder by a small pump driven direct from one of the cam shafts, or by the thermo-syphon principle. The heated water from the cylinder returns to the tank or radiator and there passes through a series of thin copper tubes, the object being to dissipate, as much as possible, the heat absorbed by this water, by exposing the water to a large cooling surface of metal. M TOC Theoretical Auto Engineering — Lecture IX Page 7 The cooling system is almost always fixed in the forward part of the car, to obtain the full benefit of the draught of air. The same water is used over and over again, so that it is necessary only to replenish the loss caused by evaporation. It is usual with cooling systems to have a rotary fan to assist in pulling a draught of cold air through the radiator and in accelerating the cooling when the car is running slowly, as in hill climbing, or slow movement in traffic. The fan is driven from the engine shaft by a belt or gear and is at the back of the radiator. The alternative method, which avoids the use of a separate fan, is provided by using the flywheel as a fan. The two systems of circulation are the thermo-syphon and the force or pump feed system. Thermo-Syphon System The Thermo-syphon circulation system has for its principle the fact that when water is heated, it rises. The connections are the same as for the force or pump feed system, except that there is no pump, and the connection from the water jacket outlet to the top of the radiator slants upward. It is more necessary to have clear passages for the thermo-system than for the force system, because the pump, in the force system, forces the water past an obstruction that would stop the flow of water which moves only because of its heat. Height of Radiators, Thermo-syphon System In this system the radiator must be higher and lower than the extreme top and bottom of the water jackets. Height of Water Thermo-syphon System : To circulate properly, water must be kept above the level of the top opening of the radiator from the engine. Below this point circulation ceases and water boils. Force System In the force system the engine drives a pump which keeps the water in constant circulation. The pump forces the water from the bottom of the radiator to the inlet at the bottom of the water jacket, through which it flows to the outlet at the top. From here it goes to the top of the radiator and flows through the radiator to the bottom. As it passes through the radiator tubes it is cooled. After passing through in this manner it is again drawn to the pump. Circulation Pumps Practically all pumps are driven by a gear on the crank shaft or cam shaft, so that the motion is positive and there is no slipping. There are three types of circulation pumps in use: the gear type, the centrifugal type and the rotary type. The Gear Pump The gear pump consists of two small gears with large teeth, the two gears being in mesh and placed in a casting that fits the gears as snugly as possible. The water enters at one side, where the teeth come together, is carried around to the opposite side in the spaces between the teeth, where it escapes through the outlet. Theoretical Auto Engineering — Lecture IX /•,.. The Centrifugal Pump The centrifugal pump acts on the principle of an air blower, and has blades projecting from the hub which revolve at high speed inside of a casing. The water enters at the hub and is thrown outward by the blades of the outer casing. The rotary pump consists of a ring-shaped casing, within which a disc revolves, the disc being eccentric or to one side of the center of the casing. Through a slot across the disc are two arms, and their ends are pressed against the casing by springs. As the disc revolves the water is forced from the inlet to the outlet by the arms. Radiators Radiators must be used with either the thermo-syphon system or the foi-ce system. They are usually placed in front of the engine and mounted on the frame ; but in a few cars they are placed back of the engine next to the dash. There are numerous modifications in radiators with two leading types: the cellular and the tubular. There is a third type in which the water circulates as in the tubular radiator, but whose general appearance is much like that of the cellular radiator. This is the radiator in which zig-zag pipes are arranged vertically. It should be classed as a tubular radiator, although it is often called the honeycomb. A tubular radiator is one composed of a series of tubular water passages. These tubular passages may be arranged horizontally, vertically, or at an angle. They may be also bent in a zig-zag fashion that brings about a com- bination of the horizontal and vertical and a consequent oppositely disposed angular flow of water through the tubes. The object is to imitate or bring about the appearance of the cellular construction. A cellular or honeycomb radiator is one composed of a lar - ge number of individual air cells, any of which may be removed and replaced by another in case of leakage. The air cells may be entirely surrounded by water when the radiator is in operation; and the course of the water circulation through the radiator is not confined to any definite horizontal, vertical or angular course. In order to cool the water sufficiently, a fan driven by a belt or chain from the engine was formerly attached to the radiator, but is now always attached to a special bracket on the engine. The fan is usually driven by a leather belt, from a pulley on the end of the crank shaft. The belt can be tightened either by raising the fan by an eccentric adjustment, or by bodily lifting the fan and its bearing and tightening a bolt holding it. The bolt should be kept tight. Ball bearings are usually provided for the fan and they should be kept well oiled. The fan draws a current of air through the passage in the radiator, in ad- dition to that driven through it by the forward movement of the car. There are two types of fans in general use, the 4-blade and the 2-blade type. Hose Connections: This is one of the most important items under water cooling systems. Hose connections are made of a fabric covered with rubber, so designed as to withstand the moving or the cooling piping getting out of line. At the top of the radiator a pipe is welded on and a rubber hose is used to connect it with the pipe on the top of the engine. On the bottom of the radiator there is also a pipe which is connected by means of a rubber hose to the bottom of the engine watercooling chamber (if it is a thermo-syphon system) or to a water pump. M TO C Theoretical Auto Engineering — Lecture IX Page 9 The water pump is connected to the cooling chamber on the engine by rubber hose connection. These rubber hose connections are held water tight by a band clampec around the hose and a small bolt to adjust the clamp. Due care must be taken that these clamps do not cut the rubber hose. Water System Causes for water boiling are numerous. One of the most frequent causes is compression leaks. A very rich mixture is inclined to heat the motor and make it logy. Hose connections are always fastened by a ring clamp at each end. The inside of the hose is coated with grease. If an old piece of hose is used shellac is generally used. All hose connections must be kept tight at all times. There is always a fan directly behind the radiator to draw the air through and cool the water. Fans are usually belt-driven from the cam shaft by means of a pulley. Knocks: It is very necessary for the driver to distinguish the difference between a motor knock and a carbon knock. a. Carbon knocks are sharp metallic raps that come when the motor is pulling hard or when the spark is advanced too far. b. A motor knock may be caused by any of the following: Loose con- necting rod bearing, loose main bearing, loose wrist pin. All of these knocks have a heavy dull thud. There is another light knock due to the adjusting end of the tappet being low. This is rather a sharp knock and comes regularly at each turn of the motor. A knocking motor should be turned over to the master mechanic at once. When a connecting rod gets loose, it is liable to break and go through the crank case. MTOC Theoretical Auto Engineering — Lecture X Pay 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE X Principle of Cabruretor Figure 3 represents some of the parts of a very simple carburetor. The gasoline from the tank flows past the float needle in to the float chamber F. When the gasoline raises the float to a certain height in the float chamber, the float by means of a suitable lever or arrangement of levers, closes the needle valve and prevents the entrance of more gasoline until some has been used. As the pistons travels downward in the cylinders on their suction strokes, the air which enters the bottom of the carburetor is drawn through the mixing chamber past the spray nozzle at a velocity so high that it sucks up a spray of gasoline from the tip of the spray nozzle. In the carburetor illustrated the mixing chamber is smaller than the main body of the carburetor so that air will pass through at a fairly high velocity, even when the throttle is nearly closed and the engine is running slowly. The size of the opening in the tip of the nozzle can be adjusted by screwing the needle valve up or down to regulate the proportion of fuel to air. The throttle can be opened or closed to regulate the quantity of charge drawn into the cylinders. There is another way of compensating for the tendency of the mixture from the mixing chamber with a simple spray nozzle to become too rich at high speed and too thin at low speed. This is by regulating the flow of fuel instead of adding air by means of an air valve. There are two methods of accomplishing this result. These have worked out successfully on carburetors which are used extensively on motor trucks. One is to set the quality of the mixture approximately correct for high speed and wide open throttle con- ditions, then add gasoline to it to keep the mixture from becoming thin at low speed; the other way is to set the mixture right at low speed and in some way so control the supply of fuel as to prevent the mixture from becoming too rich at high speed or wide open throttle. Stewart Carburetor — Used on Dodge Cars. In the Stewart carburetor the size of the primary fuel orifice is increased as the auxiliary is admitted. The primary air supply enters at AA and passes through drilled holes HH, past spray nozzle located in mixing chamber at E. Gasoline from the float chamber comes through passages SS, past needle valve of metering pin P, through spray nozzle at E, from which it mixes with the air to form a fine spray. Whenever the motor requires more mixture than can be supplied to passages H and mixing chamber E, the suction lifts the whole air valve A, thereby admitting more air. As air valve A lift? away from tapered metering pin P, a larger quantity of gasoline is drawn up through the nozzle, thereby maintaining the desired quality of mixture. To the lower end of air valve A, is attached a disk D, which is submerged in gasoline and acts as a dash pot to prevent fluttering or too sudden opening of M to c Theoretical Auto Engineering — Lecture X Page 2 **/ /T/ FT/ 77 / 7V 71 -ZS E Fig. No. 3. Fig. No. 5. Fig. No. 4. MTOC Theoretical Auto Engineering — Lecture X Page 3 STEWART CARBURETOR - t L iJ M TO C Theoretical Auto Engineering — Lecture X Page 4 the air valve. To afford easy means of changing the quality of mixture the height of needle P can be changed by a rack and pinion, MN, controlled from the driver's seat by suitable rod and lever mechanism. With this the driver can secure richer mixture for starting and can thin it out as the motor warms up. The taper of the pin and the weight of the valve are determined experi- mentally by the manufacturer and cannot be improved upon by one who is not an expert. The principle of compensation by use of compound nozzle and gravity fed well (Zenith Carburetor) is illustrated in figures 3, 4, 5, and 6. Figure 3 represents a simple nozzle and mixing chamber, the mixture from which, as already explained, tends to become too rich at high and too thin at low speed. Figure 4 represents two glasses of water arranged with straws; the harder one sucks on the straw on the left hand glass the more liquid he will get. No matter how hard one sucks on the straw on the right hand glass he cannot draw the liquid any faster than it is poured into the glass from the bottle. The harder he sucks the more air he gets with the liquid. Figure 5 represents the application of this principle to the carburetor construction. The liquid flows through the hole I into the well J. While the engine is running the suction draws the liquid out of the bottom of this well as fast as it runs in. The nozzle delivers a mixture of gasoline and air in- stead of a solid stream of gasoline. With the increase of air velocity there can be no increase in the quantity of fuel delivered up from the nozzle be- yond the rate at which it flows into the well J. The quality of this mixture, therefore, becomes leaner and leaner as the quantity of air flowing through the mixing chamber increases. Figure 6 represents the combination of the two to form what is termed a compound nozzle. The tendency of one nozzle to supply a mixture which becomes lean as the speed increases counteracts the tendency of the other to supply a mixture which becomes rich as the speed increases. The result is practically uniform mixture under all conditions of load and speed. When the engine stands idle the well J and the nozzle are filled with gaso- line almost to the height of the tip of the spring nozzle. When the engine is cranked this extra supply drawn from the well gives a slightly richer mixture at the start which is especially desirable. A more complete explanation of the actual construction of a carburetor of this type, with full instructions, can be found in the instruction book issued by the manufacturer of a car or of the carburetor. Carburetors of this type are extensively used in France and America both on motor trucks and on airplanes. Being free from moving parts they give very little trouble and require practically no change of adjust- ment with moderate change of altitude or climatic conditions, a condition not true of a carburetor with air valve compensation. New Stromberg Carburetor — Used on Liberty Trucks. Embodies several of the features of the Zenith, but does not use a compound nozzle. Instead, it has what is called an "Air-Bled Nozzle." The principle of the air-bled nozzle type: gasoline flows through a needle hole, which is controlled by the needle through the passage, into the well. When the engine is started the air drawn through the larger venturi creates a very high suction at the smallest venturi. This suction draws gasoline through the small vertical drilled holes at the throat of the venturi, through the vertical tube in the lower end of which is a small hole at the bottom of the well. As the suction becomes higher and higher, due to the larger amount of gasoline drawn, the depth of the gasoline in the well is lowered. As it is M T C Theoretical Auto Engineering — Lecture X Page •". lowered a series of drilled holes are uncovered successively. More and more air is drawn down through the "air-bleeder" and through the holes and mixes with the gasoline in the tube, thereby maintaining a correct proportion of fuel to air in the carburetor. The proper size of the bleeder and the sizes of the holes have been determined by the manufacturer and require no change. The quality of the mixture is regulated by the needle valve. Feed Above the Throttle for Running Idle. In plain tube carburetors, equipped with the compound nozzle fitted with a gravity well (Zenith), plain tube carburetor fitted with air-bled nozzle (Strom- berg, Holley, etc.), the air velocity through the mixing chamber when the engine is running idle causes insufficient suction to lift the gasoline from the nozzle and produce a mixture. To allow smooth running idle and at low speed, a by-pass tube or feed behind the throttle is generally provided and is arranged with an adjusting screw, by means of which the quality of the mix- ture produced and fed in at, or just above the edge of the throttle can be regulated. This is called the low speed for idle adjustment needle. The majority of air valve carburetors are fitted with a similar tube. Generally in this case the by-pass is not adjustable. Throttle Stop Screw. The throttle arm on every carburetor is pi'ovided with an adjustable stop screw so that when the throttle control lever on the steering wheel is placed in closed position, the throttle will be held open just far enough to allow the motor to run idle or at a slow rate of speed without danger of stopping. Methods of Making Starting Easy. Many devices are used in connection with gasoline engines to make starting easier and to permit regulation of the quality of the mixture from the driv- ing seat. A flooding device, known sometimes as a priming pin or tickler, is sometimes arranged so that the float may be held down until the float cham- ber is full and gasoline runs out of the spray nozzle into the mixing chamber and the lower air passage. A priming or fuel pump is sometimes arranged so that the stroke of the plunger will inject a small stream of gasoline or spray of gasoline into the inlet manifold, or sometimes into the valve ports of the cylinder casting. A butterfly valve, sometimes called a choker or strangler, is frequently provided so that when it is closed it shuts off part or most of the air entering the carburetor. This insures higher suction and a richer mixture when the engine is cranked. This may be connected with the steering column or dash, so that the driver may use it to regulate the quality of the mixtm-e when the engine is warming up as well as to make starting easier. MTOC Theoretical Auto Engineering — Lecture XI Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE XI Vacuum System The principle of the Vacuum System is not difficult to understand. The tank is divided into two chambers — upper and lower, the upper one being the compartment in which the gasoline from the tank is first received, the lower one is called the emptying chamber and supplies direct to the car- buretor. This lower chamber is exposed to the pressure of the outside air (atmospheric pressure) at all times by means of an open passage leading to the air vent. The upper chamber is connected to the gasoline tank by one pipe, and to the intake manifold by another. Two valves are operated by a mechanism connected to the float which operates in the upper chamber. One valve opens and closes the suction pipe to the intake manifold, and the other opens and closes the passage to the air vent. If the entire tank. is empty, as happens when the tank has just been installed, the float will be at the bottom of the upper tank, and the suction pipe valve will be open and the air vent valve closed. In order to draw the gasoline to the upper chambsr, it will be necessary to crank the motor over several times, with the throttle closed, so that nearly all the suction of the pistons will be exerted through the suction pipe, the upper chamber and the fuel pipe. Thus the gasoline will be sucked from the fuel tank to the upper chamber, as it will be remembered that when the float is down, the suction valve is open, and the air valve closed. It is sometimes necessary to "prime" the upper chamber with gasoline through the small plug in the top to get the flow of gasoline started. As the gasoline flows into the upper chamber the float rises, and when the proper level has been obtained a light spring on the float mechanism snaps the suction valve closed, and the air vent valve opens at the same operation. Thus, when the air valve is open the upper chamber is exposed to the open air. The usual source of ti-ouble in the vacuum system is caused by a pin hole leak in the float, causing it to sink. It may be seen by the diagram that if the float does not rise, the gasoline will fill the upper chamber and be sucked right through the intake manifold into the suction pipe, without going to the car- buretor at all. This condition can usually be diagnosed by the evidence of black smoke and explosions from the muffler, and the "choked" action of the motor, which will hardly run at all. If the leak in the float can be found, it should be soldered, but if it cannot be located, a new float must be installed. These leaks are sometimes so small that it takes several days for the float to become filled and sink, and therefore these microscopic holes are difficult to locate. They may often, however, be found as follows: The float which is filled with gasoline by the leak is placed in a dish of very hot water (nearly boiling) , so that the water covers the float entirely. The heat of the water vaporizes the gasoline in the float, and expands the vapor, which will escape through the leak and bubble up through the water. The exact spot must be M to c Theoretical Auto Engineering — Lecture XI Page 2 marked. In order to get the gasoline out of the float it is usually necessary to punch a little larger hole right where the leak is to be repaired, so that the gasoline can run out. Use very little solder, as too much would increase the weight of the float, to an extent that it may not operate properly. Other troubles usually comprise the sticking of some part of the valve mechanism, or the sticking of the "flapper valve" between the chambers. These parts may be inspected by removing the cover of the tank. On almost every truck there is a suitable shut-off cock beneath each fuel tank and with it there is generally some form of trap to catch water with a screen or strainer to hold back any dirt or foreign matter which might obstruct the gasoline line or the small passages in the carburetor. The driver should be familiar with the location of this shut-off in order that he may turn it off instantly in case of fire. It is advisable to open it at least once a week. MTOC Theoretical Auto Engineering — Lecture XII Page 1 MOTOR TRANSPORT CORPS EXECUTIVE DIVISION — TRAINING BRANCH Motor Truck Officers' Course THEORETICAL AUTO ENGINEERING LECTURE XII Radiators A cooling system is necessary for the proper working of a gasoline engine, because otherwise the very high temperature produced by the combustion of the gases in the cylinders would make the piston and cylinders red hot. This would, of course, destroy the lubrication and cause the pistons to "freeze," and would cause ignition of the mixture of fuel and air as soon as it entered the cylinder, or at least before the end of the compression stroke. This is avoided by providing a cooling system which consists of water jackets in which the water circulates about the cylinder wall and valves, a radiator for cooling the heated water, and some means of circulating the water through the system. Engine cylinders are sometimes cooled by air, particularly on motorcycle and light weight revolving cylinder airplane engines. Practically all trucks and cars used by the Quartermaster and by the United States Army are water cooled. "Water cooling systems are divided into two classes, the forced circulation -system and the thermo-syphon circulation system. The latter is seldom used on trucks. In the thermo-syphon system the water, which becomes heated in the jackets surrounding the cylinders since it is lighter than the cold water in the radiator, flows upward into the top of the radiator, and is replaced by cold water which flows from the bottom of the radiator into the jackets. This is exactly the same principle as is employed in circulating water from the back of a stove to the water tank in the hot water system in the kitchen. In the force system a pump, which may be driven by gear, chain or belt, draws the water from the bottom of the radiator and forces it through the water jackets around the cylinders and out into the top of the radiator. From there it flows down through the radiator and is cooled before reaching the pump, ready again to travel the same path. A fan, which is generally belt driven, is provided to draw air through the radiator and is necessary to secure sufficient cooling, especially when the truck or car is driven with the wind or when it is operated in low gear. Proper temperature of cylinders has much to do with the efficiency and smoothness of engine operations. If the cylinders are too hot, the engine will pound and the lubrication will not be satisfactory. If the engine is too cold, the fuel economy will generally be poor and the engine will not operate smoothly. If the temperature of the water is kept as high as possible without the danger of boiling, better economy and smoother running will result. If, after the engine has made a long hard pull, the radiator is so cool that the hand may be placed on top of it without discomfort, it is almost a certain in- dication that fuel is being wasted. The motometer or radiator-thermometer is used to indicate the radiator temperature and its purpose is to prevent serious trouble by informing the MTOC Theoretical Auto Engineering — Lecture XII Page 2 u o •**