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XVI. Running America's Road Traffic
- Wayne State University Press
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CHAPTER XVI RUNNING AMERICA'S ROAD TRAFFIC TO UNDERSTAND Roy's problem as head of Highway Transport in the United States, it is necessary to keep in mind that even at that relatively late date the modern types of highway were unknown. There were some cement roads, but the engineers had not yet solved the problem of expansion and contraction due to weather conditions, so that a concrete surface was still in the development stage. Wood-paving, brick, and cobblestone were the usual heavy-duty roads, but were to be found mostly in city areas and only rarely outside of urban boundaries. Huge pneumatic tires which have become standard equipment for motor trucks and buses were non-existent. Heavy tonnage trucks, using broad wheels with solid rubber tires, made slow speed because of the power demands on their inadequate engines and due to the primitive nature of the road surfaces. The motor truck in 1918 was by no means an efficient overland vehicle. Furthermore, the trucks tore up the roads which had not been engineered for such heavy travel; and this destruction in turn aroused the local populaces against truck traffic. Since the heavy trucks in their daily service were normally used in city areas, the manufacturers wisely did not attempt to ship new vehicles to the buyer over the highways, but loaded them at the factory on railway cars for the city of destination. Roy realized that a truck which was intended for war in Europe should first prove itself at home. If his dream of the serviceability of motor transport in warfare had any validity, he must be willing to make the test in this country,—and on a scale more impressive than the Mexican campaign. His first 156 ROY D. CHAPIN step therefore was to persuade both the motor manufacturers and the Government that the trucks purchased by the Government should be sent on their own wheels from the factories to the shipping ports on the east coast. This was an appalling test. It meant that thousands of vehicles would be required to move overland from Michigan, Illinois, Indiana and Ohio, to Boston, New York, Philadelphia, Baltimore, Newport News, and other seaboard cities. Probably only someone in the motor industry would have dared to suggest such an idea, as it was putting motor vehicles and the roads to a test which they had not been required to meet previously, a test which the motor truck manufacturers realized was dangerous for the reputation of their products. The Government and the railroads were well pleased with the idea. The Government could see that it was a practical test, and the railroads welcomed the program because it would help relieve an already congested shipping situation. Some of the railroad heads, moreover, may have felt that it would prove once for all that the motor truck was an incompetent vehicle under critical conditions. Roy Chapin was not unaware of the risks which he was undertaking, and that was why he had been so insistent in obtaining the services of Pride as his chief technical adviser on this subject. Pride agreed that the job could be done, provided that the trucks were manned by competent operators who had the proper road information. Roy persuaded the American Automobile Association to send out pilot cars from each truck factory to map every mile of the road from factory to point of destination. The ribbon maps which were prepared, folded like an accordion, showed every grade along the highway, and indicated the speed which must be observed at every point. Speed was limited not only by the surface of the road, which might be mud or gravel, but also by the grade. On sharp, down [107.21.176.63] Project MUSE (2024-03-28 12:49 GMT) Secretary of the Interior Franklin K. Lane greets the Highways Transport Committee. Chapin is in the front row center; George Pride stands behind him with arms folded. Others present are delegates from state committees. (Courtesy Bentley Historical Library, University of Michigan) ootmcir, oie XATION'AL January 28, 1919. 2 0 4 9 8 mrjrftljr3lnitE& drafts Hoy D. Chapin $1.00 ^ * OBJECT FOR WHICH DRAWN Salary Nov. 9, 1917 to Nov. 8, 1918 -One and -DOLLARS OK7ICEU 92052 Chapin's paycheck from the U.S. government. (Courtesy Bentley Historical Library, University of Michigan) MLIfl DIIAllC MN.FEB.MAR.APfi. rRUU uunmb JUL AUG SEP 0Cf State, War and Navy Oopt. Bldg., Washington, .Chapin, E.. .T,. QflRlt.. htu business with the...