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THE FLOWING TIDE of

ROAD TRANSPORT.

T"year 1928, although not satisfactory from the point of view of many branches of industry, has been one of unqualified success in the field of commercial road transport. There has been progress in practically every sphere of related industries of vehicle manufacture and transport operation, despite the effects of the caution which has had to be exercised in many other important trades. To many it must be a matter of continual wonderment that road transport can grow in the manner it does. They might well ask whence come all the extra passengers and additional freight?

Naturally, frll the increase on the road-transport side does not represent—at least, so far as goods are concerned—any considerable increase on the total amount of traffic moving. Much has necessarily been diverted from the railways, as is proved by the most recent statistics which the companies have published. We intend this article to be in the nature of a short review of recent progress, not a discourse on the pros and cons of railway and road transport, but the facts are there, and in considering the relationship between the two it is essential to state them.

What has contributed to the present state of affairs? The answer lies in the continual improvement of the road motor. Passengers by road have become confident of reaching their destinations with celerity, punctuality and certainty, whilst so much attention has been given to the improvement of vehicle suspension, body construction and seating accommodation that the comfort afforded by modern passenger vehicles is more than comparable favourably with that which can be provided by the railway ; in fact, the stage of first-class travel at third-class fare has been reached, and daily more and more luxurious vehicles are being put into service. Such vehicles are dealt with elsewhere in this issue.

Progress in the passenger-vehicle industry is almost spectacular, but it does not do to over-emphasize it, for, important as it may be now and in the future, it is quite eclipsed, in magnitude and total, by the weight carried by goods vehicles in the service of transport contractors and private users, and we must not forget that very important machine—the municipal motor. The matter may be looked upon in this way : the transport of passengers is often a convenience as reducing the

expenditure of physical effort, but the carriage of goods is a necessity. Thus, a person wishing to save money When travelling between places a comparatively short distance apart might well walk, but a contractor could not be expected to carry, say, five tons of goods. Porterage as a mode of transport is now only practised in primitive countries.

It is important to draw attention to these distinctions because, in the minds of those who are not thoroughly well informed on the matter, the passenger side of the industry is apt to assume undue importance.

Ilritain is, however, well ahead of other countries in the road-travel coeveniences which it provides. Cities and towns, villages and hamlets are all being linked together by bus services in which the "headway,' as expressed in minutes between the vehicles, is being steadily reduced with the growth in the volume of traffic. As the operating companies feel their way with lengthened tentacles and new cross-country services, the two or three buses per day in what at first were sparsely populated districts rapidly

increase in number until what were, (Right) During formerly, almost deserted roads become 1928 the S.D.

centres of busy transport activity. Freighter made What a revolution this has effected in much headway.

the lives of those in rural communities. This 4-ton Instead of market day being practically model was built the only occasion upon which numbers for carrying are able to associate with many of their special da or fellow-beings, not only such market ways and wintowns, but others of greater importance, dow frames. have been brought within easy reach. The body is In this respect, road transport has been 16 ft. long, 7 ft. a most important factor in improving wide, and 10 ft. the general amenities of life and adding high.

to the happiness of the individual. It has also taken its part—and a vitally necessary one at that— in rendering possible the opening-up for residential purposes of districts which, without satisfactory means for transport, would be quite outside the radius of settlement permissible to the worker in city and town.

Rapid and comfortable coaches operating between the chief centres of occupation have opened up another vista of possibilities, for the services may be considered as being in their infancy ; by careful nurture, however, they should quickly grow. Legal restrictions, jealousy of local owners and licensing difficulties have not yet been overcome ; in fact, they have done more to slow the movement than anything else, and it is to be hoped that in the coming year some measure of agreement, satisfactory to all parties, will be reached.

One of the types of vehicle which proved most successful in 1028 is the bus with the covered-top deck, the whole being designed to give a low overall height—say 13 ft.—and thus to permit the employment of vehicles of large seating capacity on routes crossed by bridges which are too low to allow the passage of the older type of doubledecker. Further developments are to be expected in connection with buses of this pattern. London itself has seen a tremendous increase in the number of buses equipped with enclosed upper decks, and although there are some passengers who still profess to harbour a longing for the open top in fine weather, yet, considering the weather conditions which usually pertain in London during the winter months, the employment of the covered-top may be considered as being for the good of the majority, and particularly for those who have to travel whatever the weather may be.

The most recent development of all is the sleeper coach. This is a side of the business in which bodybuilder and vehicle operator must co-operate to the fullest extent if a good clientele is to be won. The bunks or special seats provided mast be really comfortable and not too cramped ; there must be adequate ventilation without draughts and sufficient privacy to avoid upsetting the most sensitive of either sex. As regards the operating side, the vehicles must be run within fine limits of time and be driven in such a manner as to give the minimum of discomfort to the occupants. It is hardly necessary to refer in detail to such characteristics of the chassis as good suspension, adequate braking and freedom from vibration and noise. Transmission noises and their elimination seem to call chiefly for attention.

An outstanding matter which has exercised considerable influence upon vehicle progress has been the modification of taxation for heavy motorcars wholly equipped with pneumatic tyres introduced in the Finance Act of 1928. The actual concession comes into force to-day, January 1st, 1929, but the influence has been felt ever since it was announced in the BudgetIn our opinion, it will not be long before all classes of vehicle, except those carrying the heaviest loads, will be shod with pneumatic tyres, and this will be a very important step in the right direction, for the reduction of shocks in running and starting, which results from the employment of such tyres, not only saves the road, but the complete vehicle is insulated to such an extent as to justify lighter construction. This is a beneficent circle, because lighter total weight is the result, again reducing the general wear and tear ; but the procedure must not be carried too far. Strength must not be unduly sacrificed, otherwise trouble is bound to ensue ; the employment of better or lighter materials is vastly preferable to the mere skimping of those which are already in use. Lighter vehicles, better suspension, well-balanced engines, more powerful braking, a low centre of gravity and the use of pneumatic tyres all contribute to safety at higher operating speeds. In certain vehicles it has been found advantageous to incorporate a supplementary gear by which the ordinary number of ratios can be doubled and, if necessary, the top gear can be made higher than would be possible with straight-through drive to the final reduction in the axle or axles—in other words, an over-drive is provided. With such a device of a simple and efficient type, decided advantages can be reaped. The actual petrol consumption may not be greatly improved, but the intermediate ratios enable the attainment of higher average speeds, and that rapid acceleration which is so essential in traffic driving. We believe that the use of some form of auxiliary gear will soon become popular on nearly every type of vehicle, particularly those, such as the sleeper coalli and express bus, which are engaged on long-distance services. It may also be employed very advan tageously on both light and heavy goodstransport vehicles. The differences between the various gear ratios in the average vehicle are often considerable ; consequently, the gearbox cannot be made exactly to co-operate with the best spud in the engine, with a resulting loss in vehicle speed and efficiency. This co-operation is more readily attainable if the auxiliary gearbox be employed.

For a considerable time developments in carburation may have been sure, but were not readily apparent ; quite recently, however, there have been manifest improvements, some of which have been rendered necessary by the increasing employment of the six-cylindered engine. There is, for example, the divided inlet connection which assists in balancing the supply of fuel to each cylinder ; then there is the pump device which is brought into service close to the end of the travel of the accelerator pedal, thus enriching the mixture just at a point where it is most needed, such as in rapid acceleration and obtaining best power when hill-climbing with the throttle fully open. Already carburetters of this type are being used by many of the principal makers. Much, of course, depends upon the actual design of the engine, and we know of eases where quite a simple type of carburetter permits a rapid get-away.

There appears to have been very little alteration in respect of ignition, the most popular means still being the magneto, although provision is often made for driving a distributor. The impulse starter has gained ground and is proving itself an invaluable aid. Difficult starting is certainly one of the bugbears in the operation of passengertransport vehicles, and anything which will help in minimizing it is all to the good. This year should see some interesting developments in this connection.

Cellulose painting is steadily superseding older methods. The finish obtained has been improved as experience has been gained in its use, and the process generally has been facilitated. Some bodymakers now utilize this method almost exclusively, and there is no doubt that this year will witness an all-round extension of this class of finish. Incidentally, it lends itself particularly to the covering of metal surfaces and this brings us to the subject of materials used in body panelling.

We need not here consider the ordinary heavy goods vehicle, but vans and passenger vehicles. Not much progress

has been made with either the all-fabric body or that in which the panels are covered with soft material. Such materials hardly lend themselves to the rough treatment which is, unfortunately, so often meted out to the business motor. All-wood panelling also appears to be on the wane, owing to difficulties with warping, shrinkage and deterioration. The laurels appear to rest with the metal panel or with that very successful material known by the general term of armoured plywood, which combines the smoothness and strength of the metal surface with the resistance to drumming of the wood backing. We were rather surprised to find that, in Germany and France, practically all the modern bodies are being built with simple sheet-metal panels either of steel or light alloys.

In body-frame construction the chief developments have been in connection with the scientific use of wood, reinforced

by metal so that strength and lightness can be combined. Some of the huge covered-top-deck bodies utilized on sixwheelers, when viewed in their skeleton form, present an appearance which would have astounded the coachbuilder of but a few years ago. A suggestion for the future is the employment of plastic materials in body construction. We are thinking of something in the nature of papier-mache which, whilst being quite light, is both rigid and strong. The material could also be employed for ornamental mouldings in lieu of wood.

It may be said that road transport has risen to every need which has been disclosed—and this in a wonderful variety of forms. That particularly interesting type, the rigid-frame six wheeler, has developed so rapidly that our makers have won the admiration of the world. Where American manufacturers practically failed, ours have succeeded, and that the type is considered of importance is endorsed by the fact that at the recent show held in Berlin something like 12 different examples were on view.

The encouragement given to the industry by the War Department has done much to assist in this matter of the six-wheeler and a big future lies before the cross-country models in respect of transport overseas in undeveloped ur partially developed countries. It is certainly the only type of vehicle which, whilst being even better than the fourwheeler on ordinary roads, yet possesses extraordinary capabilities in tackling difficult country and roadless territory. It may well be that, this year, the six-wheeler will do much to augment our overseas trade and to increase the prestige of our motor-vehicle products.

With the provision of really satisfactory track chains for six-wheelers, their use as cross-country vehicles over swampy lands and ground encumbered with low growth is bound to become even more popular. We shall certainly see an increase in the number of these machines equipped for driving on all six wheels.

Apart from what may be termed ordinary loads, motor vehicles are being built in large quantities for specific classes of transport. An example of this is the motor horsebox, numbers of which are to be seen on our main roads. Instead of valuable animals being subjected to shocks. draughts and cold and the nervous exhaustion engendered by rail travel, with the inevitable changes at terminals and the shunting, the animals are now transported at speed in comfort and safety direct from their training stables to the course and from meeting to meeting. Many of the bodies for this purpose display the utmost ingenuity in their design, everything having been done to facilitate the loading and off-loading, as instanced by the balanced ramps with a gentle slope, whilst the grooms can be in constant attendance during the journey.

Greyhound racing provided still another opportunity for the bodybuilder, and several interesting types of vehicle for the transport of the dogs have been produced. On the Continent, where pigeon racing is almost a business, special motor vans are provided for the conveyance of up to 1,400 pigeons in basket with arrangements for controlled lighting and ventilation.

Even that unobtrusive vehicle, the prison van, has received attention and, in its latest form, provides better comfort, safety and sanitation.

In the sphere of heavy transport, the past year has seen wonderful advancement in connection with the six-wheeled steam wagon and petrol-engined tractor-trailer, some of the latter having been built to carry loads up to 25 tons, and it is quite possible that heavier loads will soon be tackled.

The small-wheeled vehicle carrying loads of from 30 cwt. to 2 tons has steadily gone ahead. Several new makes have been placed upon the market recently, and the number of uses to which they can be put is only beginning to be realized by purchasers. Originally constructed for such work as that demanded by municipal activities, it has now advanced tar beyond this single purpose and is becoming an increasingly important rival to the horse for local delivery work, whilst at seaside resorts it is nopular as a passenger runabout.

In the municipal field we are glad to note that more attention is being devoted to the hygienic collection of refuse, some of the present methods hnvine for long been a disgrace and an eyesore, for in this respect we have beet, 1.t.1,0. years behind the authorities on the Continent. In few other parts of the world would an open vehicle, free to distribute dust and offensive rubbish at every vagary of the wind, be permitted to operate. and yet this happens outside our very offices in a city which, in most other respects, can claim to be the foremost in the world. At the recent Public Health Congress and Exhibition, several types of refuse body with hygienic, automatically closing covers were displayed, and even in the short time since these s.. s .ass,oss.ssi imnros-ements were noticeable ; much, however, still remains to be done in this direction and progress must be encouraged.

It is obvious that, in an article of this length, we cannot hope to cover every phase of the immense subject of general transport by road, but perhaps we have said enough to give our readers an impression of the vitality which permeates this industry to an extent which is unprecedented. There is one aspect of the improvements which have occurred during 1928 and in which further interesting developments are likely ; that is, braking. Since the advent of the high-speed coach and bus it has been realized by many makers that the braking systems employed until comparatively recently were often not nearly efficient enough for vehicles running at these high speeds and frequently in country difficult from the point of view of the severe hills which have to be climbed and descended.

The year 1928 has seen a general clean-up of the various systems. The number of cross-shafts has been cut down to the minimum, compensation is practically a thing of the peat as between the individual wheels of an axle, and even in front-wheel braking it has been found in most cases to be quite unnecessary to provide compensation between the front and rear brakes. It has proved sufficient so to arrange the leverage that the braking effected through the two sets of wheels is correctly proportioned to the weight which is likely to be imposed upon theru, either due to the ordinary load of the vehicle or to the throwing forward of the weight under the braking action. It has also been proved conclusively that it is not sufficient to rely solely upon the manual effort of the driver to effect the operation of the brakes. Four-wheel brakes can only be truly efficient if there be sufficient power to apply them with the force required and thus give the necessary coefficient of friction between the contacting surfaces, and the more surfaces which have to be brought together under this pressure, the greater is the effort required.

So far, experience has shown that the vacuumservo is the best device, although even that is not quite free from faults. However, it has made such remarkable progress that almost every maker—at least, of the heavier classes of vehicle—is supplying it either as standard or optional equipment.

We believe that there will be developments in connection with self-energizing brakes deriving their power for operation from the actual movement of the vehicle, wherein there should be an adequacy. Certain types which we have tried provide enormous braking power in spite of an almost effortless application.

The chief difficulty with such brakes has been their tendency to lock on or to judder and it is the reduction of these unsatisfactory, and possibly, dangerous effects which is now receiving considerable attention at the hands of a number of inventors.