War and the Motorvan.
Page 18
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Article No. II: A Column of Transport and Supply.
By T. E. Harrison.
• Since the appearance of the first article of this series, a clienie has been brought forward, in Russia, for the compulsory registration of motorcars, and for their attachment to special motor brigades for military purposes. This is similar to the proposed Civil Transport Reserve. The functions discharged by a column of motor transport and supply are primarily the conveyance of ammunition, food and stores from railhead to the base of the fighting line, whence these loads would be distributed by horsed vehicles to the various sections. It is obvious that motor vehicles could not traverse soft and sandy districts where, owing to the contingencies of war, the camps might be pitched.
The present prescribed war establishment of a column capable of maintaining a division of the Army in the field, numbering about 16,000 men. is 40 4-ton motors, in two sections of 20 each, and for headquarters' use, six 4-ton motors, two 2-ton motors and a motorcar for the eiunmandant's use. The proposed Civil Transport Reserve could supply these vehicles in, say, Hires sections, each of one standard make and tonnage, accompanied by breakdown lorries, with fitters and spare parts, and followed by light steam tractors—the movable repair bases with spare wheels, forges, axles, etc., the re-tiring to be done by presses at railhead. Each of the three sections might have the following personnel : a manager of forwarding. ranking as superintendent so as to avoid any confusion of the civil with the military forces; an ex-sergeant-major of the A.S.C., in charge of stores; a motor engineer, in charge of the fitters; a sergeant for each section of four motors; and two drivers per vehicle, in order to avoid • breakdown through casualty, or to maintain a clay and night service if required. The War Office should pay, during the annual training, the sum of .-C12 per motor per %week, for a mileage of 240 miles, and additional mileage at the rate of is. per mile; it should also provide petrol and lubricants, and Army rates of pay and allowances for all ranks. It is probable that the Civil Transport Reserve might, owing to the keen competition in commercial deliveries, carry the full amount of stores for the Division on a smaller rumber of vehicles—possibly of a lighter tonnage.
I surmise that, owing to the great and constantly-increasing output of motorvans by manufacturers, almost sufficient mechanical traction could be obtained for the transport of the Home defence. Further, a number of approved vehicles could be registered for service abroad, the War Office to pay an annual subsidy, determined on the half cost of maintenance charges; and a sum fixed for their purchase if required for use. Many of the lighter vans, for example, could be organized into columns for the earrying of machine-guns, ammunition, and stores for the increasing and popular cycle battalions.
It might probably be urged that motorvans, owing to their axle-weights, are not ideal vehicles for an army operating in difficult country; this could be overcome by the use of motor trailers, winding drums attached to the motor engines enabling the vans to be drawn over bridges and soft ground that would not take the combined weights. The developments of mechanical appliances, in eonnection with the motor, are varied and considerable, and the overcoming of the prejudice that probably exists against their employment—due largely to lack of knowledge, and consequent want of eonlidence—coneerns an arm of great value to the Army. The radius of supply would be greatly increased : many heavy motorvans now in use are capable of running 100 miles per day, and the constant improvements that are being effected in mechanism enhance their endurance in the field. The horse compares most disadvantageously in both these respects.