Potentialities of the Rigid-frame Six-wheeler.
Page 35
Page 36
If you've noticed an error in this article please click here to report it so we can fix it.
.ALMOST every section of the community is now becoming thoroughly interested in the development of that type of vehicle known as the rigidframe six-wheeler, or sometimes, for the sake of brevity, as the rigid six-wheeler.
The examples shown at Wembley and at the Commercial Vehicle Exhibition of last year proved a great attraction to the general public, but the interest which has been aroused in official and commercial circles is of even greater importance. It is rapidly being realized that the multi-wheeler opens up a vista of wonderful possibilities. Severe trials have shown that, when suitably designed, its performance across country is comparable with that of the half-track machine, whilst its performance on roads, good or bad, is infinitely better than that type; in fact, its capabilities in both these directions have been a surprise to even its most ardent exponents.
One of the most vital factors in the development of this class of machine is that it lends itself in a remarkable degree to overseas work, and it can be employed where many other types of vehicle prove either inefficient or uneconomical.
We are certain that the day is not far distant when the multi-wheeler will be as common a sight on our roads as the ordinary type of machine, and that there will be a very large call for it from abroad.
We expected that the six-wheeler would make rapid progress once its capabilities were realized, but it has even outpaced our anticipations.
Much of the credit for this speeding up must be given to those concerned with the development of the mechanical transport of the Army. They have conducted exacting trials with a view to eliminating unsatisfactory designs and unsound points in otherwise good models, and have even gone so far as to develop a form of bogie construction which has proved so successful as to form a basis for the multi-wheel products of a number of manufacturers.
In developing a new model a maker is usually called upon to spend much time and money in experimenting, but by the assistance of the War Department much of this experimenting has been rendered unnecessary ; in fact, one maker has actually stated that the work of the War Depart ment has avoided three years' delay, and this applies with just as much force to several others. Naturally, the War Department has its own axe to grind. It cannot be expected to perform all this work merely for the benefit of the community at large, but it is essential for it to popularize amongst civilian users a type of mechanical vehicle suitable for military requirements, for the financial resources of the Army do not permit the purchase and upkeep of the large number of vehicles which would be necessary in the event of a war of any magnitude, and it must look to the private owner to provide a supply of such vehicles to meet an emergency, at least for the first few months. In this case we are of the opinion that there will be little or no conflict between official views as to the needs of the Army and those of the vehicle makers who are also meeting civilian requirements.
We are very glad to be able to record the continuous and rapid progress which is being made, because this journal took up the cudgels on behalf of the multi-wheeler long before it was thought in this country to be a really serious and practicable proposition.
The Futility of Chassis Building by Municipalities.
FOR many years certain municipalities have been flirting with the idea of manufacturing their own chassis and, perhaps, bodies for their passenger-vehicle services. One large corporation is even now considering the question of asking Parliament for powers to build buses, and we trust that those responsible for granting such powers will refuse any applications of this nature. Municipal trading is already being carried out to quite a sufficiently large extent, and the idea of a municipality setting out to compete with motor manufacturers who have only been able to build up a sound reputation by many years of Concentrated effort appears to us to be absurd. The design and manufacture of a passengervehicle chassis are not matters.which can be taken up and successfully accomplished in a short period of time, quite apart from the fact that to compete economically on the price basis is only possible by developing production on a large scale. A municipality which builds to meet its own needs only cannot hope to produce vehicles at anything like the purchase price of similar vehicles from a manufacturer who is in a big way of business. It is a well-known fact that the cost of the production of a new model even by an experienced manufacturer would almost cover the cost of a comparatively large fleet. The jigs and tools alone for a single model usually represent the capital cost of many vehicles, and any municipal authorities which make suggestions of this nature should be taken severely to task by those to whom they are responsible and who have placed them in their positions to conserve, and not squander, public money in enterprises which men with practical knowledge would at once class as extravagant and totally unnecessary.
Capabilities of the Small Tractor.
VOR many classes of transport work it is being recognized that the small petrol tractor possesses many excellent qualifications and is capable of putting up remarkable performances, both on the basis of price and of the loads which can be dealt with.
So far, very few of our manufacturers appear to have paid much attention to the production of this class of transport unit, for there are few makes on the road, and yet we should have thought that the steady call for them would have elicited some satisfactory reply in the form of a good selection of models. Of one particular make there are some 14,000 examples in this country, although, of course, only a small percentage of these is at present equipped for road use, but that percentage is steadily increasing, and more and more makers are supplying trailers and other forms of equipment especially designed for tractor haulage. Evea a light machine of approximately 20 h.p. rating can, when equipped with suitable wheels and tyres, haul 10-ton loads on comparatively level roads, and quite substantial weights even in hilly country, so that the whole matter deserves really serious consideration.