Those 1000 Subsidy Machines.
Page 4
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Written After a Visit to Aldershot.—By an Occasional Contributor.
Still they roll up To-day [Monday of last week.— ED.] witnessed the arrival of another of the belated entrants, to wit the Dorman engine, fitted to a Lacre standard type five-ton. chassis. The chassis, of course, is not under official observation, the performance of the engine only being taken into account; it is only to undergo a comparatively short road trial, as it is intended to carry out a series of bench tests with it after the conclusion of the road trials.
This engine was originally entered on a LaycockGoodchild chassis, but as the chassis was not ready in time to take part, it was decided to put it on a Lacre, and thus there is one chain-driven vehicle taking part., though unofficially, in the Third Subsidy Trials.
The total number of chassis under observation is now four, out of a total of seven, the Maudslay having been withdrawn, and the Dennis and Pagefield being late in completion.
It is unfortunate that the Dennis is not taking part, as there would have been examples of three different methods of transmission on the road, namely, chain and worm drive, as well as the orthodox double reduction, spur wheel and bevel axle, and some interesting comparisons might have been made. Perhaps, now that the chain drive has secured unofficial recognition, the authorities at 'Whitehall might—but this would possibly be an admission of failure to secure a sufficiency of their favoured design. There might be difficulty at this stage—now that many "chain-drive makers" have come into line—in. making such an alteration in specification. However, there is always the example of the inclusion of the worm drive to look to, and therefore the more the pity that the sole representative of this transmission has not put in an appearance so far.
To-morrow [Tuesday.--En.] the lorries start at 7 a.m. on the Hog's Back, Puttenham, Haslemere, Easebourne, Petworth route, with timed hill-climbs at Easebourne and Henley, a total distance of 82 miles. The only incident worthy of note to-day [Monday,— En.] was the unfortunate collision between the Karrier lorry and a timber wagon. So far, full particulars are not. available, but. fortunately there was no personal damage done, and it is hoped the vehicle is none the worse.
The competing lorries are housed in a transport wagon shed, guarded by a sentry with fixed bayonet, an example that might well be copied if ever again reliability trials are held in this country.
So far as one can gather, the two WoIseley lorries have put up a good all-round performance, as has also the Karrier, but considerable official reticence is observed as to this.
It is difficult to realize that in this out-of-the-world part of Aldershot a revolution in transport is being slowly developed, a revolution that will have farreaching consequences, for so far as one can see the motor vehicle is as likely to replace horses for Army haulage as it has done in other spheres of traction.
In common with most modern movements the mechanical transport. branch of the Army is conducted under considerable disadvantages, and has rather an unofficial appearance. The headquarters are situated at the " back of beyond "—past the electric lighting station, and among an environment of allotment gardens and railway sidings.
There is no appearance of martial glory in the surroundings, but to compensate for this, or perhaps because of it, there is an absence of red tape which is distinctly refreshing and in keeping with the modern sprit of the movement. Strangely enough, probably by coincidence, the mechanical transport workshops are situated in the direction of the aviation school at Farnborough, and while aeroplanes hum overhead almost unnoticed the appearance of the naval Astra-Torres airship, which had an outing to-day, brings out a mob of men from the workshops.
The Army-owned motor lorries, which are to be seen running around Aldershot, present a most creditable appearance, and on the excellent roads are as silent as the modern London omnibus.
One wonders how many chassis makers intend to fall into line by taking up the War Office design, and what they are all going to do when they get there.
The proposition is somewhat on these lines. The Army requires, by subsidy or purchase, some thousand motor lorries. At present three makers hold certificates entitling them to sell vehicles suitable for subsidizing. If and when the two makers now on trial qualify, and there seems no reason why they should not., then there would be a nice little quantette
to share the spoils—such as they are. But unfortunately for them the number of suppliers will increase, and suppose all the leading makers come in there will be probably ten suppliers among whom the orders will be divided.
But what do these orders mean? Assuming that the subsidy is granted for three years only, and no extension is made, some 330 new chassis will be required every year. This divided only by the ten manufacturers means a total of 33 orders per maker per annum. Is this sufficient justification for laying down a new model ? As a works proposition the prospect is not an alluring one, and unless the demand is greatly in excess of the original thousand there is nothing in it. No one has ever seriously suggested that the design of chassis has been dictated by commercial requirements ; more likely the user will get little if any monetary advantage out of the transaction by the time increased first cost is covered, along with such incidentals as disturbance of traffic during the necessary half yearly inspection.
At one time there was a chance, if the area of supply was limited, that owners might force up the amount of the payments by holding suitable vehicles back until a reasonable grant was made.
Unless the Colonies and India come into the scheme, or there is an exceptional demand for replacements, such as would be created by a war, it looks as if a. number of the makers would be left with a considerable amount of stock on hand, as there is little doubt that the majority of users would prefer the standard productions of these firms, which have been evolved from their deaTly-bought experience of commercial requirements.