A NEW SYSTEM OF HEAVY GOODS TRANSPORT ON COMMON ROADS CHAPTER I. INTRODUCTION AND AXIOMS. BETWEEN the years 1885 and 1892 the author had the superintendence of a large amount of traction-engine haulage under somewhat exceptional and difficult circumstances, and from watching the progress of the work from time to time he came to the conclusion that an improved system of goods transport on common roads could be designed on a very economical working basis, and that it would be of great public benefit. From the dates mentioned it will be seen that the author's study of the subject commenced long before the revival of public interest in heavy transport on common roads, which resulted from the passing of the Light Locomotives Act in 1896, and he thus had the benefit of several years' start over those engineers who have since been engaged on the solution of the same problem. The system hereafter described has been developed by a process of gradual evolution of ideas, and differs materially, so far B as the author is aware, from all other systems at present advocated. A careful study of the problem has made it clear to the writer that a system to give the best commercial results must be based on the following axioms: 1. Minimum cost of transport is of greater importance than speed. 2. Mechanical means must be devised to give the maximum of road-adhesion to the propelling power, or engine, and the minimum of road-resistance to the engine and the wagons. 3. Damage to roads must be minimized, and, if possible, altogether obviated. 4. Goods must be capable of being transported in very large quantities for the longer distances, or trunk routes, and of being easily split into smaller units for collection and distribution through branch routes and terminals. 5. The system must include a cheap and efficient means of collecting and distributing empty wagons or units, and a separate and more powerful means of collecting and distributing them when loaded. 6. Re-handling of goods must, as far as possible, be abolished. 7. The motive power must be separate from the wagons, and must not be kept waiting whilst the wagons are loading or unloading. In laying down these axioms as essential, the author has been much influenced by the experience of ordinary railways, which, having stood the test of practical working for very many years under world-wide conditions, may be assumed to have attained a high state of efficiency. This valuable experience does not hitherto appear to have been utilized in dealing with road traffic by ordinary tractionengines or motor-wagons. In the system advocated it is not proposed to deal with distances beyond, say, thirty to fifty miles. Longdistance traffic (in which terminal charges do not add a high percentage to the mileage cost of transport) will probably always be best dealt with by railways, and this would also apply to light parcel traffic, where speed is generally of great importance. The want, however, of some efficient means of dealing with heavy goods transport for moderate distances, especially in isolated country districts, is a matter of public notoriety, as proved by the Light Railways Act, which was passed entirely to encourage a solution of the problem, and which even went to the length of offering Government financial assistance! Although an efficient and economical system of road transport would no doubt affect the earnings of railways so far as short-distance traffic is concerned, the author is of opinion that it would not ultimately prejudice railway traffics as a whole, as the system advocated would "tap so many new districts, now practically isolated, that the railway long-distance traffic must eventually be largely increased thereby. Moreover, the road system would tend in the direction of encouraging the collection and assortment of the traffic into larger units or consignments before it arrives at the railways, so that it could be placed on the same basis as foreign traffic. Having regard to the great outcry against the preferential rates quoted by our railways for foreign traffic, any system that would make it |
